EASTERN OREGON REGIONAL AIRPORT
AIRPORT MASTER PLAN REPORT
FINAL REPORT, OCTOBER 2018 PREPARED FOR
PREPARED BY
CENTURY WEST ENGINEERING
1020 SW Emkay Drive #100 | Bend, OR 97239 | 541.322.8962
EASTERN OREGON REGIONAL AIRPORT | AIRPORT MASTER PLAN
Table of Contents Chapter 1 Introduction and Project Overview ...... 1-1 Study Purpose ...... 1-1 Project Need ...... 1-1 Project Funding ...... 1-3 Airport Ownership ...... 1-3 History of Airport and Development ...... 1-3 Study Organization ...... 1-4 Local Citizen Participation ...... 1-5 Summary...... 1-6
Chapter 2 Inventory of Existing Conditions ...... 2-1 Airport Setting ...... 2-1 Physical Geography ...... 2-4 Climate...... 2-4 Historical Aviation Activity ...... 2-4 Airfield Facilities ...... 2-6 Runways ...... 2-9 Runway Wind Coverage ...... 2-12 Taxiways ...... 2-13 Aircraft Apron ...... 2-16 Airport Lighting & Signage ...... 2-18 Airfield Pavement Condition ...... 2-21 Landside Facilities ...... 2-23 Unmanned Aerial Systems (UAS) ...... 2-25 Vehicle Access and Parking ...... 2-26 Airspace and Navigational Aids ...... 2-26 Instrument Procedures ...... 2-32 Airport Support Facilities/Services ...... 2-35 Public Protection ...... 2-37 Utilities ...... 2-38 Land Use Planning and Zoning ...... 2-39 Airport Industrial Park (AIP) ...... 2-40
Chapter 3 Aviation Activity Forecasts ...... 3-1 Introduction ...... 3-1 Forecast Process ...... 3-2 National General Aviation Activity Trends ...... 3-3 Airport Service Area ...... 3-6 Socioeconomic Trends & Forecasts ...... 3-9 Overview of Recent Local Events ...... 3-15 Air Traffic Control Tower (ATCT Operations Counts)...... 3-17
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Terminal Area Forecast (TAF) Data ...... 3-19 Commercial Air Service ...... 3-20 Other Air Taxi Operations ...... 3-22 Air Cargo ...... 3-22 General Aviation Activity ...... 3-23 Aircraft Operations ...... 3-24 Aviation Activity Forecasts (Existig Forecasts) ...... 3-25 Updated General Aviation Forecasts ...... 3-27 Based Aircraft Fleet Mix ...... 3-32 Instrument Flight Activity ...... 3-37 Local and Itinerant Operations ...... 3-38 Military Operations ...... 3-39 UAS Operations ...... 3-40 Peaking Characteristics ...... 3-42 Design Aircraft ...... 3-43 Forecast Summary ...... 3-47 Air Field Capacity ...... 3-49
Chapter 4 Unmanned Aircraft Systems Evaluation ...... 4-1 Introduction - Pendleton UAS Range ...... 4-1 UAS Airside and Landside Activities ...... 4-2 UAS Airside Facility Requirements ...... 4-3 Current and Future UAS Airspace Requirements ...... 4-10 UAS Landside Facility Requirements ...... 4-15
Chapter 5 Airport Facility Requirements ...... 5-1 Introduction ...... 5-1 FAR Part 77 Surfaces ...... 5-13 Airport Design Standards ...... 5-19 Airside Requirements ...... 5-36 Runways ...... 5-36 Runway Width ...... 5-40 Airfield Pavement ...... 5-41 Taxiways ...... 5-42 Hot Spots ...... 5-43 Airfield Instrumentation, Lighting, and Marking ...... 5-43 On Field Weather Data ...... 5-45 Landside Facilities ...... 5-46 Unmanned Aerial Systems (UAS) Facilities ...... 5-52 Support Facilities ...... 5-53 Facility Requirements Summary ...... 5-54 Airfield Capacity ...... 5-56
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Chapter 6 Environmental Review ...... 6-1 Introduction ...... 6-1 Environmental Review ...... 6-2 Airport Noise Analysis ...... 6-3 Noise Contours ...... 6-6
Chapter 7 Airport Development Alternatives ...... 7-1 Introduction ...... 7-1 Evaluation Process ...... 7-2 No-Action Alternative ...... 7-2 Preliminary Development Alternatives ...... 7-3 Airside Development Alternative ...... 7-4 Preliminary Landside Development Alternatives ...... 7-14 Main Apron Alternatives ...... 7-21 UAS Development Alternative ...... 7-27 Terminal Building Alternatives ...... 7-30 Preferred Airport Development Alternatives………………………………………………………………………………………………………7-37
Chapter 8 Airport Layout Plan Drawings……………………………………………………………………………..……………………………8-1 Introduction ...... 8-1
Chapter 9 Compatible Land Use Planning ...... 9-1 Introduction ...... 9-1 Government Roles in Airport Land Use ...... 9-1 Comprehensive Plan ...... 9-4 Airport Zoning ...... 9-8 Airport Vicinity Zoning ...... 9-10 Airport Overlay Zones ...... 9-11 Regionally Significant Industrial Areas...... 9-13 Airport Industrial Property Evaluation ...... 9-13 Land Use Summary ...... 9-17
Chapter 10 Financial and Development Program ...... 10-1 Introduction ...... 10-1 Airport Development Schedule and Cost Estimates ...... 10-2 Short-term Projects ...... 10-4 Intermediate and Long-term Projects ...... 10-4 Capital Funding Sources & Programs ...... 10-10 Airport Rates and Fees ...... 10-15 Cash Flow Analysis ...... 10-16
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Chapter 11 Planning for Compliance & Solid Waste Recycling Plan ...... 11-1 Introduction ...... 11-1 City of Pendleton Compliance ...... 11-1 FAA Compliance Summary ...... 11-2 Solid Waste and Recycling Plan ...... 11-15 References ...... 11-22
List of Tables Table 2-1: Based Aircraft and Operations ...... 2-5 Table 2-2: Airport Data ...... 2-6 Table 2-3: Runway Data ...... 2-11 Table 2-4: Runway Wind Coverage ...... 2-13 Table 2-5: Taxiway Data ...... 2-14 Table 2-6: Aircraft Aprons ...... 2-17 Table 2-7: Types of Airport Lighting ...... 2-19 Table 2-8: Summary of Airfield Pavement Condition ...... 2-22 Table 2-9: On-Airport Building List ...... 2-23 Table 2-10: Instrument Procedures ...... 2-34 Table 2-11: Aviation Fuel Storage ...... 2-36 Table 2-12: Business and Industrial Tenants ...... 2-40 Table 3-1: FAA Long Range Forecats Assumptions ...... 3-6 Table 3-2: Public Use Airports in Vicinity of Eastern Oregon Regional Airport ...... 3-7 Table 3-3: Umatilla County Employment Data ...... 3-11 Table 3-4: Personal Per Capita Income & Employment Data ...... 3-12 Table 3-5: Historic Population ...... 3-13 Table 3-5: Pendleton, Umatilla County, & Oregon Population Forecasts ...... 3-14 Table 3-7: PDT FBO Reported Fuel Sales Historic ...... 3-16 Table 3-8: Air Traffic Activity System (ATADS) Tower Operations ...... 3-18 Table 3-9: FAA TAF Data ...... 3-20 Table 3-10: Passenger Enplanements ...... 3-22 Table 3-11: Historic Cargo Data ...... 3-23 Table 3-12: Based Aircraft ...... 3-24 Table 3-13: Existing Based Aircraft Forecasts ...... 3-26 Table 3-14: Existing Operations Forecasts ...... 3-27 Table 3-15: General Aviation Forecasts ...... 3-31 Table 3-16: Forecast Based Aircraft Fleet Mix ...... 3-33 Table 3-17: GA Operations Forecasts ...... 3-36 Table 3-18: Instrument Operations ...... 3-38 Table 3-19: Military Operations Forecast ...... 3-39 Table 3-20: UAS Operations Forecast ...... 3-40 Table 3-21: Commercial Air Service Forecast ...... 3-42
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Table 3-22: Peaking Activity ...... 3-42 Table 3-23: Cargo Forecast ...... 3-45 Table 3-24: Aircraft Design Categories ...... 3-48 Table 3-25: Design Aircraft ...... 3-49 Table 3-26:Summary of Forecast Data ...... 3-51 Table 3-27: Summary of Forecast Commercial Activity ...... 3-52 Table 5-1 Summary of 2002 Master Plan Recommended Projects and Status ...... 5-10 Table 5-2 FAR Part 77 Airspace Surfaces ...... 5-17 Table 5-3 Runway 7/25 Airport Design Standards Summary ...... 5-20 Table 5-4 Runway 11/29 Airport Design Standards Summary ...... 5-22 Table 5-5 Current Conformance with FAA Design Standards ...... 5-23 Table 5-6 FAA Recommended Runway Lengths for Planning ...... 5-38 Table 5-7 Typical Business Aircraft Runway Requirements ...... 5-39 Table 5-8 Apron and Hangar Facility Requirements Summary ...... 5-50 Table 5-9 Facility Requirements Summary ...... 5-55 Table 10-1: 20-Year Capital Improvement Program ...... 10-7 Table 10-2: EORA Lease Rates ...... 10-15 Table 10-3: EORA Lease Rates (Improved Land Only) ...... 10-16 Table 10-4: Operating Revenues and Expenses...... 10-18 Table 11-1: Summary of FAA AIP Grant Assurances ...... 11-5 Table 11-2: Required Airport Certification Manual Elements ...... 11-13 Table 11-3: Summary of Future Projects ...... 11-17 Table 11-4: Pendleton Area Recycling Options ...... 11-17
List of Figures Figure 2-1 Location Map ...... 2-2 Figure 2-2 Existing Conditions ...... 2-7 Figure 2-3 Existing Conditions – Terminal Area ...... 2-8 Figure 2-4 Airspace Classification ...... 2-29 Figure 2-5 Local Area Airspace ...... 2-30 Figure 2-6 Airport Traffic Pattern ...... 2-31 Figure 3-1 US Active General Aviation Aircraft Forecast ...... 3-4 Figure 3-2 Airport Service Area ...... 3-8 Figure 3-3 Annual Aircraft Operations (ATCT) ...... 3-19 Figure 3-4 GA Based Aircraft Forecasts ...... 3-32 Figure 3-5a Eastern Oregon Regional Airport - Based Aircraft Fleet Mix (2015) ...... 3-33 Figure 3-5b Eastern Oregon Regional Airport – Forecast Based Aircraft Fleet Mix (2035) ...... 3-34 Figure 3-6 Eastern Oregon Regional Airport GA Operations Forecast ...... 3-37 Figure 3-7 Aircraft/Airport Reference Codes ...... 3-46 Figure 4-1 UAS Groups ...... 4-2 Figure 4-2 Insitu Scan Eagle Launch...... 4-4 Figure 4-3 Arcturus T-20 Portable Capture System ...... 4-4 Figure 4-4 MOC Trailer ...... 4-7
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Figure 4-5 MOC Trailer Interior ...... 4-7 Figure 4-6 Global Hawk Dimensions ...... 4-8 Figure 4-7 Example Hangar Plan ...... 4-9 Figure 4-8 Operations Center ...... 4-10 Figure 4-9 UAS Training Area ...... 4-12 Figure 4-10 North Operations Area (OPAREA) ...... 4-13 Figure 4-11 Operating Area ...... 4-13 Figure 4-12 KPDT Airport Diagram ...... 4-16 Figure 4-13 UAS Development Phase I, II, and III ...... 4-18 Figure 5-1 Conformance Item ...... 5-7 Figure 5-2 Conformance Item ...... 5-8 Figure 5-3 FAR Part 77 ...... 5-14 Figure 5-4 FAR Part 77 ...... 5-15 Figure 6-1 Noise Contours 2014 ...... 6-6 Figure 6-2 Noise Contours 2020 ...... 6-7 Figure 6-3 Noise Contours 2035 ...... 6-8 Figure 7-1 Airside Alternative A ...... 7-11 Figure 7-2 Airside Alternative B ...... 7-12 Figure 7-3 Airside Alternative C ...... 7-13 Figure 7-4 Landside Development Alternative A ...... 7-18 Figure 7-5 Landside Development Alternative B ...... 7-19 Figure 7-6 Landside Development Alternative C ...... 7-20 Figure 7-7 Main Apron Alternative 1 ...... 7-25 Figure 7-8 Main Apron Alternative 2 ...... 7-26 Figure 7-9 Main Apron Alternative 3 ...... 7-27 Figure 7-10 UAS Development Alternative ...... 7-29 Figure 7-11 Terminal Building Alternative A ...... 7-34 Figure 7-12 Terminal Building Alternative B ...... 7-35 Figure 7-13 Terminal Building Alternative C ...... 7-36 Figure 7-14 Preferred Airside Alternative...... 7-41 Figure 7-15 Preferred Landside Development Alternative ...... 7-42 Figure 7-16 Preferred Main Apron Alternative...... 7-43 Figure 7-17 Preferred UAS Development Alternative ...... 7-44 Airport Layout Plan Drawings ...... 8-6 Figure 9-1 City of Pendleton and Umatilla County Land Use and Zoning ...... 9-6 Figure 9-2 City of Pendleton and Umatilla County Land Use and Zoning (Landside Area) ...... 9-7 Figure 9-3 Aeronautical Use Development Area ...... 9-16
List of Appendices
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Appendix - A Approach Plates Appendix - B Passenger Demand Analysis (Mead & Hunt) Commercial Forecasts Memo (Mead & Hunt) Appendix C National Guard COA and Tower LOA Appendix D Environmental Overview (Mead & Hunt) Appendix E Terminal Building Survey (Mead & Hunt) Glossary of Aviation Terms
TABLE OF CONTENTS OCTOBER 2018 Chapter 1 – Introduction & Project Overview
EASTERN OREGON REGIONAL AIRPORT
AIRPORT MASTER PLAN
Chapter 1 – Introduction and Project Overview
The City of Pendleton updated the Airport Master Plan for Eastern Oregon Regional Airport (PDT) in cooperation with the Federal Aviation Administration (FAA) to address the airport’s needs for the next twenty years. The Airport Master Plan provides specific guidance in making the improvements necessary to maintain a safe and efficient airport that is economically, environmentally, and socially sustainable.
Study Purpose
The purpose of the Airport Master Plan is to define the current, short-term, and long-term needs of the airport through a comprehensive evaluation of facilities, conditions, and FAA airport planning and design standards. The study will also address elements of local planning (land use, transportation, environmental, economic development, etc.) that have the potential of affecting the planning, development and operation of the airport. FAA Advisory Circular 150/5070-6B “Airport Master Plans” defines the specific requirements and evaluation methods established by FAA for the study.
Project Need
Eastern Oregon Regional Airport is included in the federal airport system—the National Plan of Integrated Airport Systems (NPIAS). Participation in the NPIAS is limited to public use airports that meet specific FAA activity criteria. There are currently 3,331 NPIAS facilities including airports, heliports and seaplane bases.1 The FAA recognizes that NPIAS airports are vital to serving the air transportation needs of the public and that access to the nation’s air transportation system is not limited to commercial air service.
1 2015-2019 National Plan of Integrated Airport Systems
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The primary division for NPIAS airports is “Primary” and “Nonprimary.” The 389 Primary airports account for about 12 percent of the overall NPIAS system, but provide the majority of commercial air service throughout the system. The 2,942 Nonprimary airports include General Aviation, Reliever, and Nonprimary Commercial Service (2,500 to 10,000 annual passenger enplanements). Additional designations reflect the airport’s functional (asset) role (e.g., national, regional, local, basic) and service level (e.g., commercial, reliever, general aviation).
According to current NPIAS report (2015-2019), Eastern Oregon Regional Airport has the following NPIAS classification/designation:
• Category: Non Primary • Asset Role: Regional • Service Level: Commercial Service – Nonprimary
Eastern Oregon Regional Airport currently provides the only scheduled commercial air service in eastern Oregon with daily flights to Portland International Airport. The air service is partially subsidized through a federal Department of Transportation Essential Air Service (EAS) grant. The nearest other commercial air service airports are located in Pasco and Portland. Additional information about commercial air service is provided in the Aviation Activity Forecasts (Chapter 3).
NPIAS airports are eligible for federal funding of improvements through FAA programs such as the Airport Improvement Program (AIP). However, to maintain eligibility for funding, the FAA requires airports to periodically update their master plans as conditions change in order to maintain current planning that is consistent with applicable FAA technical standards, policies and regulations.
This project updates the 2002 Airport Master Plan,2 which has provided the primary airport planning guidance for the Airport over the last thirteen years. As conditions have changed in recent years, the need exists to update the long-term planning for the Airport. In addition to addressing changing local conditions, updated FAA standards, current trends within the aviation industry, and the recent addition of unmanned aerial systems (UAS) activity has been reflected in updated airport planning. The 2015-2035 Airport Master Plan and Airport Layout Plan (ALP) replaces the previous master plan and meets the FAA’s requirement to maintain current planning.
2 "Eastern Oregon Regional Airport at Pendleton." Airport Master Plan (2002), prepared by David Evans and Associates, Mead & Hunt Inc., and Pavement Services Inc.
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Project Funding
Funding for the Airport Master Plan Update is provided through an FAA Airport Improvement Program (AIP) grant (95%) with a local match (5%) provided by the City of Pendleton. The AIP is a dedicated fund administered by FAA with the specific purpose of maintaining and improving the nation’s public use airports. The AIP is funded exclusively through fees paid by users of general aviation and commercial aviation and the funds can only be for eligible aviation related projects.
Airport Ownership
The City of Pendleton is the owner and operator of Eastern Oregon Regional Airport (PDT). As the airport owner (sponsor) of record, the City of Pendleton is responsible for conforming to all applicable FAA regulations, design standards, and grant assurances.
History of Airport and Development
According to local accounts, the original Pendleton airport site was developed in 1934 on approximately 200 acres. Oregon Historical Society3 records indicate that the U.S. Army Corps of Engineers constructed Pendleton Field/Pendleton Army Air Base on the site in 1941, which included new runways, hangars, and other facilities. In June 1941, the U.S. Army Air Force 17th Bombardment Group was transferred to Pendleton Field. Members of this group later participated in the World War II, Doolittle raid on Tokyo. In February 1942, the Bombardment Group was transferred and Pendleton Field became a training airport for fighter pilots. The airport was converted to a civilian airport after the war ended in 1945 and ownership was transferred to the City of Pendleton. In 1953, the airport terminal and administration building was constructed and has since been expanded. Other major improvements include the airport fire station (1960) and the airport maintenance facility (1984). The City of Pendleton has continued to modernize every part of the airport including: the runway-taxiway system, aircraft parking aprons, airfield lighting, weather observation and navigational aids, terminal building, support facilities, and utilities. Improvements completed since the last master plan update includes the closure of Runway 16/34, which was converted to a taxiway (Taxiway G) with pavement sealcoat and new taxiway markings; installation of new perimeter fencing; Aircraft Rescue and Firefighting (ARFF) building expansion; acquisition of a new ARFF vehicle; and pavement maintenance.
3 Howdyshell, Bus. "Pendleton Field." Oregon History Project. Ed. Cain Allen. 1 Jan. 2005. Web. 21 Jan. 2015.
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History of Airport Planning
Planning for Eastern Oregon Regional Airport has been updated on a regular basis since the 1970s. The city’s sustained commitment to long-term planning is reflected in the condition, configuration, and functional capabilities of the airport. The current airport master plan was completed in 2002 and the Airport Layout Plan (ALP) drawing was last revised in 2007. These documents will serve as primary data sources for this project. The previous airport master plan, completed in 1996,4 project design drawings, aerial photography, available mapping and survey data, and local planning studies will also be used as primary information sources for preparing the updated Airport Master Plan and ALP.
Study Organization
Work in progress on the Airport Master Plan Update was documented in a series of technical memoranda (presented as draft chapters). The chapters were prepared to document progress in the study, facilitate the review of preliminary results, and to obtain input early and throughout the master planning process. At the end of the study, the draft chapters were updated as needed, and incorporated into the draft final Airport Master Plan technical report.
The draft chapters and supporting documents were prepared over a period of approximately 18 months. Each draft chapter was reviewed locally, and by the FAA and Oregon Department of Aviation (ODA) for consistency with federal and state regulations, policies, and standards.
The 2015-2035, Eastern Oregon Regional Airport Master Plan includes the following chapters:
• Chapter 1 – Introduction and Project Overview • Chapter 2 – Inventory of Facilities • Chapter 3 – Aviation Activity Forecasts • Chapter 4 – Unmanned Aircraft Systems Evaluation • Chapter 5 – Demand-Capacity & Facility Requirements Analyses • Chapter 6 – Environmental Review • Chapter 7 – Airport Development Alternatives • Chapter 8 – Airport Layout Plan and Terminal Area Plans • Chapter 9 – Land Use Planning • Chapter 10 – Airport Financial Plan/CIP • Chapter 11 – FAA Compliance Review and Solid Waste Recycling Plan • Appendix – Wildlife Management Plan • Technical Appendices
4 Eastern Oregon Regional Airport at Pendleton, Master Plan Update (Bucher, Wills & Ratliff, 1996)
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Local Citizen Participation
The City of Pendleton is committed to an inclusive, transparent planning process and made all project work products available for public review. The public involvement element of the Airport Master Plan Update provided several ways for all interested individuals, organizations, or groups to participate in the project.
First, all draft work products developed during the project were available for public review and comment. Links to the documents were posted on the City’s webpage to allow for convenient access, review and comment. Copies of the draft work products were also available for public review and comment at the Airport Administration office throughout the project. Comment forms were available for both electronic and printed versions of the draft work products.
Second, a series of public meetings were held during the project to facilitate public participation. The public meetings included periodic study sessions and briefings with the City of Pendleton and separate project meetings and open houses. The project team presented information, provided updates on study progress, and identified upcoming decision points during these meetings. The project team utilized a variety of tools to encourage citizen participation, including surveys, project newsletters, and project updates posted on the City’s webpage.
Third, a local planning advisory committee (PAC) was formed by the City of Pendleton to assist the project team in reviewing draft technical working papers and to provide input into the planning process. The composition of the PAC was intended to provide an effective blend of community members including representatives of the City’s Airport Commission, airport users, neighbors, local business, local government representation, and other interests. Representatives from the FAA Seattle Airports District Office and the Oregon Department of Aviation (ODA) served as ex officio members of the PAC. The PAC met throughout the project, reviewed and commented on draft work products, discussed key project issues and provided local knowledge and expertise to the planning process.
The PAC meetings were open to public; however, since the meetings are organized as work sessions, the time allocated for public comment was limited. Expanded public comment periods were provided in the public meetings that coincide with specific PAC meetings to ensure that all interested stakeholders had an opportunity to participate in the project.
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Summary
The FAA-defined airport master planning process required a sequential, systematic approach, which has led to a selection of a preferred development option for the airport that was integrated into the Airport Layout Plan (ALP) and Airport Capital Improvement Program (ACIP). To meet this goal, the Airport Master Plan Update:
• Provided an updated assessment of existing facilities and activity;
• Forecasted airport activity measures (design aircraft, based aircraft, aircraft operations, etc.) for the current 20- year planning period;
• Examined previous planning recommendations (2002 Airport Master Plan) as appropriate, to meet the current and projected airport facility needs, consistent with FAA airport design standards;
• Determined current and future facility requirements for both demand-driven development and conformance with FAA design standards;
• Provided consistency between airport planning and land use planning to promote maximum compatibility between the airport and surrounding areas;
• Prepared an updated Airport Layout Plan (ALP) drawing set to accurately reflect current conditions and master plan facility recommendations;
• Developed an Airport Capital Improvement Program (ACIP) that prioritizes improvements and estimates project development costs and funding eligibility for the 20-year planning period; and
• Evaluated airport sponsor compliance with FAA Airport Improvement Program (AIP) grant assurances.
The preparation of this document may have been supported, in part, through the Airport Improvement Program financial assistance from the Federal Aviation Administration as provided under Title 49, United States Code, section 47104. The contents do not necessarily reflect the official views or policy of the FAA. Acceptance of this report by the FAA does not in any way constitute a commitment on the part of the United States to participate in any development depicted therein nor does it indicate that the proposed development is environmentally acceptable with appropriate public laws.
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Chapter 2 – Inventory of Existing Conditions
EASTERN OREGON REGIONAL AIRPORT
AIRPORT MASTER PLAN
Chapter 2 – Inventory of Existing Conditions
The purpose of this chapter is to document the existing facilities and conditions at Eastern Oregon Regional Airport (Airport Identifier Code: PDT). The Airport is owned and operated by the City of Pendleton, Oregon.
This project replaces the 2002 Airport Master Plan Update,1 which will serve as a primary source for inventory data. However, where available, more current or comprehensive data have been included in the chapter to illustrate current conditions. Existing airfield facilities were examined during on-site inspections to update facility inventory data. The consultants also worked closely with City staff to review the current facility and operational data maintained by the City.
Airport Setting
Pendleton is located in northern Umatilla County, approximately 209 miles east of Portland on U.S. Interstate 84 (I-84), the main east-west travel route across northern Oregon. Eastern Oregon Regional Airport and the adjacent City of Pendleton Airport Industrial Park are located approximately three miles northwest of downtown Pendleton, within the Pendleton city limits. A location and vicinity map is provided in Figure 2-1.
1 Eastern Oregon Airport Master Plan Update (David Evans and Associates, Mead & Hunt Inc., and Pavement Services Inc. , 2002)
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Figure 2-1: Airport Location Map
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The airport is located on an elevated plateau at approximately 1,490 feet above mean sea level (MSL), approximately 300 feet above downtown Pendleton (Elevation 1,200 feet MSL). Surface access to the airport is provided via Airport Road, which connects to U.S. Highway 30 and Interstate 84 (I-84).
Umatilla County was formed in 1862 from a portion of Wasco County. Several adjacent counties (Grant, Morrow, Wallowa, and Union) were later formed from portions of Umatilla County. Pendleton was selected as the county seat in 1868 and the city was officially incorporated in 1880. City Hall was constructed in 1908 and housed all city services including Police, Fire and the School District. In 1948, the community elected its first City Manager and council form of government.
Umatilla County has a land area of 3,231 square miles extending from the Columbia River at its northwest corner, east to the western slopes of the Blue Mountains, and south toward east-central Oregon. The Umatilla County Comprehensive Plan indicates that approximately 25 percent of the county land area is under the control of other government entities (e.g., Umatilla Indian Reservation, and the Umatilla and Wallowa-Whitman National Forests).
The current Portland State University (PSU) certified estimate of population (July 1, 2014) for Pendleton was 16,700. The 2014 PSU certified estimate of population for Umatilla County was 78,340. The 2010 U.S. Census for Pendleton (incorporated area only) was 16,612 and Umatilla County was 75,889. Current PSU estimates indicate that both Pendleton and Umatilla County have experienced growth in population since the 2010 Census. Pendleton and nearby Hermiston are the two largest incorporated cities in Umatilla County, accounting for more than 40 percent of county population and providing a variety of commerce, government, education, and medical services.
The region’s major industrial segments include manufacturing; warehousing and distribution; clean technology; agriculture and food processing; and technology (hi-tech, bio-tech, data centers, etc.). The Eastern Oregon Correctional Institution, a medium security state facility, is among Pendleton’s largest employers. The main campus of Blue Mountain Community College (BMCC), located in Pendleton, provides a variety of educational and vocational programs targeted to students throughout northeastern Oregon. The Pendleton Round-Up is a premier professional rodeo event that draws more than 50,000 people each year to the week-long event.
The 2014 FAA designation of the Pendleton UAS test range provides unique opportunities to establish a new technology-driven industry in northeastern Oregon. A coordinated effort involving local government, the UAS industry, educational institutions and the community will be required to maximize the economic potential of this fledgling industry in the region, as it evolves toward commercial viability within civil aviation.
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Physical Geography
Pendleton is located in the Columbia Plateau, also known as the Columbia Basin. The origin of the Columbia Basin date back tens of millions of years, and was subsequently transformed through a series of major geologic events, including the Great Missoula Floods, occurring 14,000 to 18,000 years ago. The wide basalt plateau cut by the Columbia River stretches across portions of Washington, Oregon, and Idaho. The Umatilla River flows from the Blue Mountains in the east to the Columbia River to the west, through the City of Pendleton.
Climate
Pendleton has a semi-arid climate that experiences short cool winters with moderate amounts of snow and hot dry summers. Historic climatic data for Pendleton Eastern Oregon Regional Airport (Observation Station 356546) is available from 1928 through 2015.2 The data indicate that July and August are typically the warmest months; December and January are the coldest. On a monthly basis, the average maximum temperature is 88.4 degrees Fahrenheit (July) and the average minimum temperature is 26.2 degrees (January). Pendleton averages 12.33 inches of precipitation and 16.6 inches of snowfall annually. Available wind data indicate that prevailing winds generally follow an east-west pattern, favoring Runway 7/25.
Historical Aviation Activity
As noted in the Introduction Chapter, Eastern Oregon Regional Airport has been in continuous aviation use since the construction of the Army Air Base in 1941, and perhaps as early as 1934 when the airfield was first developed.
Eastern Oregon Regional Airport is the largest public airport in northeast Oregon, and the only airport with scheduled passenger air service in north eastern Oregon. There are twelve public-use airports located within 60 nautical (air) miles of Pendleton, including two airports—Tri-Cities Airport (Pasco) and Walla Walla Regional Airport—that also provide commercial air service. A detailed analysis of aviation activity data and the service area defined for the Airport will be presented in the updated Aviation Activity Forecasts (Chapter 3).
Eastern Oregon Regional Airport currently accommodates a wide variety of aeronautical activity, including small single- and multi-engine aircraft, business class turbine aircraft (business jets and turboprops), civilian helicopters, military fixed wing aircraft and helicopters, and unmanned aerial systems (UAS). In addition to scheduled passenger service, the Airport has several commercial tenants
2 Western Regional Climatic Center, Observation Station 356546 (1928-2015)
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providing aerial application, aircraft maintenance, fueling, flight training, and other services which generate local flight activity and attract itinerant users. The Airport also accommodates the Oregon Army National Guard aviation facility and is the designated airport for the Pendleton Unmanned Aerial Systems (UAS) Test Range.
The 2002 Airport Master Plan estimated that Eastern Oregon Regional Airport had 97 based aircraft, 34,537 aircraft operations, and 14,007 enplaned passengers in 1999. The 1999 aircraft operations consisted of 7,155 commercial, 26,132 general aviation, and 1,250 military operations.
The FAA Airport Record Form (5010-1) lists 51 based aircraft and 14,638 aircraft operations (takeoffs and landings) for the 12 months ending in January 2014. The Pendleton Air Traffic Control Tower recorded 15,387 aircraft operations in 2013. An updated based aircraft count provided by airport management in February 2015 lists a total of 67 aircraft. Recent historical airport activity is summarized in Table 2-1.
TABLE 2-1: BASED AIRCRAFT AND OPERATIONS - EASTERN OREGON REGIONAL AIRPORT
ACTIVITY TYPE ACTIVITY LEVEL
Updated Airport Airport Master Record Count (12 months ending 1/2/14) Based Aircraft Count (February 2015) Single-Engine Piston 25 39
Multi-Engine Piston 1 2
Turboprop 0 1
Turbojet 0 0
Rotorcraft 10 14
Ultralight/Experimental 4 5
Glider 3 0
Military 7 6
Total Based Aircraft 51 67
1 Annual Aircraft Operations 14,638 15,387 1. FAA Air Traffic Activity System (ATADS): PDT ATCT CY 2013
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Airfield Facilities
Eastern Oregon Regional Airport has two intersecting runways. The runway system has extensive lighting and instrumentation and is served by a taxiway system that provides access to all developed areas of the airfield. In 2013, a third runway (16/34) was closed and converted to a taxiway (Taxiway G) that provides access to the north side of the airfield.
Eastern Oregon Regional Airport has an air traffic control tower (ATCT) that operates 14 hours daily (0600-2000 local time). During the hours of ATCT operation, the airport is a controlled field pilots are required to obtain tower clearances for takeoffs, landings and taxiing (ground control). During the hours that the ATCT is not operating, pilots are required to monitor traffic and radio communication through the common traffic advisory frequency (CTAF). Table 2-2 summarizes airport data. Figures 2-2 and 2-3 provide views of existing airfield facilities and an enlarged view of terminal area facilities.
TABLE 2-2: AIRPORT DATA
AIRPORT NAME/DESIGNATION EASTERN OREGON REGIONAL AIRPORT (PDT)
Airport Owner City of Pendleton Date Established 1941 Airport Category National Plan of Integrated Airport Systems (NPIAS): Nonprimary Commercial Service Airport FAA Airport Reference Code: C-III (as depicted on 2002 ALP) Oregon Aviation Plan (207): Category 1 – Commercial Service Airport Acreage 2,273 Acres (FAA Airport Master Record Form 5010-1) Airport Reference Point (ARP) N 45° 41.69’ W 118° 50.58’ Coordinates Airport Elevation 1,497 feet MSL3 Airport Traffic Pattern Left Traffic 2,500 feet MSL / 1,000 feet above ground level (AGL) Configuration/Altitude Air Traffic Control Tower (0600-2000 local) 119.7 MHz Ground Control (0600-2000 local) 121.9 MHz Common Traffic Advisory Frequency (2000-0600 local) 119.7 MHz Airport Communication Unicom 122.95 MHz Chinook App/Dep Control (133.15 MHz) 1400-0600 Zulu Seattle App/Dep Control (132.6 MHz) 0600-1400 Zulu Automated Surface Observation System (ASOS) 118.325 MHz (541) 278- Airport Weather 2329 HIWAS (PDT) 114.7 MHz
3 FAA Airport/Facility Directory (A/FD)
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Figure 2-2: Existing Conditions
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Figure 2-3: Existing Conditions (Terminal Area)
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Runways
Eastern Oregon Regional Airport has two runways that are equipped with a full array of lighting and visual approach aids. The primary runway (7/25) is oriented in an east-west direction (70-250 degree magnetic heading) and the secondary runway (11/29) is oriented in a northwest-southeast direction (110-290 degree magnetic heading). The secondary runway intersects with the primary runway approximately 1,470 feet from its west end. The runways and other major airfield pavements are designed to accommodate large general aviation aircraft and heavier military and transport category aircraft. Table 2-3 summarizes the current runways at the Airport.
Runway 7/25
Runway 7/25 is 6,301 feet long and 150 feet wide. The runway has an asphalt surface that is transverse- grooved to improve wet runway braking action on landings and improve directional control for aircraft during takeoff and landing operations by reducing hydroplaning. The runway has an effective gradient of 0.19 percent, with the high point (1,483 feet MSL) located at its east end (Runway 25 threshold). The runway was rehabilitated with a 3-inch asphalt overlay in 2005 and is in good condition.
The runway has precision instrument (PIR) markings on the Runway 25 end and non-precision instrument (NPI) markings on Runway 7, which are consistent with current instrument approach capabilities. The runway markings (white paint) include runway designation numbers, threshold markings, touchdown zone markings (Runway 25), aiming point markings, centerline stripe, and side stripes. Yellow taxiway lead-in lines are painted on the runway at the two interior exit taxiways (Taxiway B and G). All runway markings are consistent with FAA standards for configuration, color, and approach type (precision/non-precision instrument). The markings were observed to be in good to fair condition during a recent site visit. Per FAA standards, the markings for the primary runway (7/25) take precedence over the secondary runway (11/29) in areas where the runways intersect.
The runway is equipped with four distance remaining signs (black background/white numbers) on its north side. The lighted dual-sided signs indicate the remaining useable runway to pilots in 1,000-foot increments.
The runway is served by two partial-length south parallel taxiways (Taxiway A and F) located at each end and series of access taxiways connecting the runway/parallel taxiways to the terminal area and other developed landside areas. The runway has four 90-degree exit taxiway connections.
Note: Runway 7/25 will be re-designated to “8/26” due to a change in magnetic variation, either as part of a future rehabilitation or markings upgrade project.
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Runway 11/29
Runway 11/29 is 5,851 feet long and 100 feet wide. Runway 29 has a 455-foot displaced threshold, which reduces the runway length available for landing to 5,126 feet. All other operations on Runway 11/29 have the full 5,851 feet of runway available. An aircraft turnaround is located adjacent to the Runway 11 threshold (north side) to facilitate aircraft movement in the absence of dedicated taxiway access. The turnaround is primarily used by aircraft back-taxiing on the runway (for takeoff on Runway 11) or by aircraft rolling out after landing on Runway 29 that are unable to use the last available exit taxiway (Taxiway B).
The runway has an asphalt (bituminous surface treatment) surface that is transverse-grooved to improve wet runway braking action on landings and improve directional control for aircraft during takeoff and landing operations by reducing hydroplaning. The runway has an effective gradient of 0.14 percent, with the high point (1,493 feet MSL) located at the Runway 25 threshold. The runway was rehabilitated in 1999 and is in good condition.
The runway is served by a partial length parallel taxiway (Taxiway A) on its west side that extends from the terminal apron to Taxiway B and the intersection with Runway 7/25. The runway has a total of three access taxiway connections and a portion of the terminal apron directly abuts the runway near the Runway 29 displaced threshold.
The runway is equipped with five distance remaining signs (black background/white numbers) on its west side. The lighted dual-sided signs indicate the remaining useable runway to pilots in 1,000-foot increments.
The runway has non-precision instrument (NPI) markings, which are consistent with current instrument approach capabilities. The runway markings (white paint) include runway designation numbers, aiming point markings, centerline stripe, side stripes and displaced threshold markings (Runway 29). The 455- foot displaced threshold on Runway 29 is marked by a threshold bar and lead-in arrows defining the landing threshold. The runway pavement between the displaced threshold and the physical end of pavement (south end) is available for takeoff on Runway 29 and landing rollout for Runway 11.
Aircraft hold lines (yellow paint) are located on the runway adjacent to the intersection with Runway 7/25 and approximately 75 feet south of the displaced threshold bar on Runway 29. Aircraft hold lines provide clear visual information to pilots and airport ground vehicles required to hold short of an active runway. Yellow taxiway lead-in lines are painted on the runway at Taxiway E. All runway markings are consistent with FAA standards for configuration, color, and approach type. The markings were observed to be in good to fair condition during a recent site visit.
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TABLE 2-3: RUNWAY DATA - EASTERN OREGON REGIONAL AIRPORT
RUNWAY 7/25
Dimensions 6,301’ x 150’
Bearing N 89°57’00”
Effective Gradient 0.19%
Surface/Condition Asphalt (Porous Friction Course) - Good/Fair 115,000 lbs. Single Wheel 132,000 lbs. Dual Wheel Pavement Strength 167,000 lbs. Dual Single Wheel (Tandem) 210,000 lbs. Dual Double Wheel (Tandem) Precision Instrument (PIR) Rwy 25 - Good/Fair Condition Markings Non-Precision Instrument (NPI) Rwy 7 - Good/Fair Condition High Intensity Runway Edge Lighting (HIRL); Threshold Lighting Approach Lighting • Runway 7 – Medium Intensity Approach Lighting (MALS-R) Lighting • Runway 25 – Omni Directional Approach Lighting System (ODALS) Visual Guidance Indicators • Runway 7 – Visual Approach Slope Indicator (VASI 4) • Runway 25 – Precision Approach Slope Indicator (PAPI 4) Runway Distance Remaining Signs, Runway Hold Position Signs, Directional, Signage Location Signs
RUNWAY 11/29
Dimensions 5,581’ x 100’ (455-foot displaced threshold on Rwy 29 end)
Bearing N 308°20’00”
Effective Gradient 0.14%
Surface/Condition Asphalt (Grooved) / Good 70,000 lbs. Single Wheel 120,000 lbs. Dual Wheel Pavement Strength 152,000 lbs. Dual Single Wheel (Tandem) 122,000 lbs. Dual Double Wheel (Tandem) Markings Non-Precision Instrument (NPI) - Good/Fair Condition Medium Intensity Runway Edge Lighting (HIRL); Threshold Lighting Runway End Identifier Lights (REIL) – Rwy 11 and 29 Lighting Visual Guidance Indicators • Precision Approach Slope Indicator (PAPI 4) – Rwy 11 and 29 Runway Distance Remaining Signs, Runway Hold Position Signs, Directional, Signage Location Signs
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Runway Wind Coverage
It is generally preferable for aircraft to land and takeoff directly into the wind, although varying wind conditions often require crosswind operations at airports. When wind conditions exceed the capabilities of a specific aircraft, use of a crosswind runway (when available) may occur. At airports with single runways, occasional periods of strong crosswinds often limit operations until conditions improve.
The FAA-recommended planning standard is that primary runways should be capable of accommodating at least 95 percent of wind conditions within the prescribed crosswind component. This component is based on a direct crosswind (90 degrees to the direction of flight) of 10.5 knots (12 miles per hour) for small aircraft and 13 knots (15 miles per hour) for larger general aviation aircraft. Transport and larger military aircraft are typically designed to accommodate higher crosswind components. Aircraft are able to tolerate increasingly higher wind speeds as the crosswind angle is reduced and moves closer to the direction of flight.
The wind rose depicted on the 2002 Airport Layout Plan (Sheet 2, Airport Data Summary) graphically illustrates the favorable relationship between the runway alignments and local wind conditions. Virtually identical wind coverage is provided for each defined crosswind component under both visual and instrument conditions, indicating that local wind patterns do not change significantly as weather conditions deteriorate. Table 2-4 summarizes the wind data for Runway 7/25 and Runway 11/29 for visual (VFR), instrument (IFR) and combined (VFR and IFR) weather conditions for small and large aircraft.4 Wind data (14,608 observations) for Eastern Oregon Regional Airport indicate prevailing winds are generally west-east, closely aligned with Runway 7/25. The combination of Runway 7/25 and Runway 11/29 captures approximately 99 percent of local wind conditions.
4 NOAA National Climatic Center Data for Eastern Oregon Regional Airport obtained from 2002 Airport Master Plan.
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TABLE 2-4: RUNWAY WIND COVERAGE - EASTERN OREGON REGIONAL AIRPORT
RUNWAY 7/25 CROSSWIND COMPONENTS
10.5 KNOTS 13 KNOTS WEATHER CONDITIONS (12 MPH) (15 MPH) VFR Weather Conditions 97.2 98.7 IFR Weather Conditions 96.2 98.5 All-Weather Conditions 95.9 98.0
RUNWAY 11/29 CROSSWIND COMPONENTS
10.5 KNOTS 13 KNOTS WEATHER CONDITIONS (12 MPH) (15 MPH) VFR Weather Conditions 85.9 92.8 IFR Weather Conditions 97.3 98.0 All-Weather Conditions 87.8 93.1
Source: 2002 Eastern Oregon Regional Airport ALP
Taxiways
Eastern Oregon Regional Airport has an extensive taxiway system, including two sections of parallel taxiway for Runway 7/25 that provide access to the runway ends; a partial length parallel taxiway for Runway 11/29; and a series of access taxiways and taxilanes connecting airside and landside facilities on the airfield.
All major taxiways have standard markings including centerline stripe, enhanced centerlines (near hold areas), edge markings, runway holding position markings, and surface painted holding position markings (denoting runway numbers at taxiway connections to runway). The striping and markings are generally in fair to good condition. All taxiways connecting to a runway are equipped with lighted mandatory hold position signs.
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Table 2-5 summarizes the current taxiways at the Airport. Figures 2-2 and 2-3, presented earlier in the chapter, depict the major taxiways on the airfield.
TABLE 2-5: TAXIWAY DATA - EASTERN OREGON REGIONAL AIRPORT
TAXIWAY DESCRIPTION DIMENSIONS/CONFIGURATION
Approximate length 2,000 feet along Runway 11/29 and Partial–Length Parallel Taxiways 1,400 feet along 7/25; width 50 feet Taxiway A for Runways 7/25 (west end) and 11/29 (mid-runway) Asphalt surface w/centerline stripe and edge markings (yellow); MITL (blue) Access taxiway connecting the Approximate length 500 feet from the National Guard Oregon Army National Guard gate to the runway hold line; width 70 feet Taxiway B facility to Taxiway A and Runway 7/25; south section of Taxiway B Asphalt surface w/centerline stripe and edge markings closed (yellow); MITL (blue) East-west access taxiway located Approximate length 2,675 feet (between closed southern north of the terminal and general section of Taxiway B and Taxiway G); width 35 feet Taxiway D aviation apron, extending from closed section of Taxiway B to Asphalt surface w/centerline stripe and edge markings Runway 11/29 and Taxiway G (yellow) Access taxiway connecting the Approximate length 1,200 feet; width 40 feet terminal apron to Runway 11/29, Taxiway E Taxiway G, and the east Asphalt surface w/centerline stripe and edge markings agricultural apron/UAS facilities (yellow) Partial–Length Parallel Taxiway for Length 2,032; width 50 feet Runway 7/25 (east end), extending Taxiway F east of Taxiway G to Runway 25 Asphalt surface w/centerline stripe and edge markings threshold (yellow); MITL (blue) Access taxiway connecting the Length 4,000 feet; width 50 feet north and south sections of the Taxiway G airfield. Connections to Taxiways Asphalt surface w/centerline stripe and edge markings D, E, F, and Runway 7/25 (yellow); no edge lighting
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Taxiway A
Taxiway A is a partial-length west/south parallel taxiway for Runway 7/25 and Runway 11/29. Both sections of Taxiway A are 50 feet wide with a runway separation of 400 feet. Taxiway A is equipped with medium intensity taxiway lighting (MITL).
Runway 7/25. Taxiway A extends west from Taxiway B to the end of Runway 7 with two 90-degree connecting taxiways.
Runway 11/29. Taxiway A extends from the Taxiway E to Taxiway B and connects to the runways via these taxiways.
Taxiway B
Taxiway B is an access taxiway that connects the Oregon Army National Guard (ORARNG) apron to Taxiway A and the intersection of both runways. Taxiway B is approximately 70 feet wide. The ORARNG facility is fully fenced with an automated sliding gate at its north apron connection to Taxiway B. The section Taxiway B between the runway and Taxiway A is equipped with medium intensity taxiway edge lighting (MITL). The section of Taxiway B located between the ORARNG apron and Taxiway A is used exclusively by the military and is not lighted. The section of Taxiway B located south of the ORARNG apron is closed.
Taxiway D
Taxiway D is an access taxiway 35 feet wide and extends from the closed section of Taxiway B (south of the ORARNG facilities) north of the terminal and general aviation apron, and continues east beyond Runway 11/29 to Taxiway G. Taxiway D is equipped with taxiway edge reflectors.
Taxiway E
Taxiway E is an access taxiway 40 feet wide and extends from the terminal apron to Runway 11/29 and continues east to Taxiway G. Taxiway E is not equipped with edge lighting. Taxiway E has two aircraft hold areas located adjacent to Taxiways A and D, and on the west side of Taxiway G.
Taxiway F
Taxiway F is a partial-length south parallel taxiway (50 feet wide) for Runway 7/25, with a 400-foot runway separation. Taxiway F extends from Taxiway G to the Runway 25 threshold. Taxiway F is equipped with medium intensity taxiway lighting (MITL). Taxiway F accommodates periodic use as a launch facility for UAS operations and is closed by NOTAM during these periods.
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Taxiway G
Taxiway G is an access taxiway 50 feet wide and approximately 4,000 feet long. The taxiway extends from Taxiway D to near the north end of the former Runway 16/34. Taxiway G provides access to Runway 7/25 directly and via Taxiway F, and to the agricultural apron, UAS facilities located south of Runway 7/25, and future UAS facilities located north of Runway 7/25. Taxiway G is not equipped with edge lighting.
Taxilanes
Eastern Oregon Regional Airport has several access taxilanes serving landside facilities on the airport. The general aviation aircraft tiedown apron (west section of main apron) is configured with five north-south stub taxilanes that connect to Taxiway D. The apron taxilanes provide access to adjacent aircraft parking rows and hangars located along the south and west sides of the apron. Three hangar taxilanes extend from the west end of the main apron and one taxilane extends beyond the west end of Taxiway D. These taxilanes provide access to several aircraft storage hangars. There are no taxilanes defined on the concrete sections of the main apron between the terminal apron and tiedown apron.
Several taxilanes are marked with centerline stripes (condition ranging from good to poor (worn)). The hangar taxilanes appear to be in fair to poor condition, consistent with age and use. The tiedown apron taxilanes are in good condition (reconstructed in 1998).
Aircraft Apron
Eastern Oregon Regional Airport has an expansive main apron area located south of the runway-taxiway system that includes terminal apron and a general aviation apron with large and small aircraft tiedowns. The main apron consists of approximately 126,690 square yards5, which is approximately 26 acres of surface area.
The Airport has two other apron areas: an agricultural aircraft apron located east of Taxiway G and south of Runway 7/25 and the Oregon Army National Guard (ORARNG) apron located northwest of the main apron, south of Runway 7/25 and Taxiway A. The ORARNG apron is configured with six aircraft parking positions designed to accommodate Boeing CH-47 Chinook tandem rotor helicopters.
Table 2-6 summarizes the existing public use apron facilities at the airport.
5 2014 Pavement Evaluation/Maintenance Management Program (Pavement Consultants Inc., November 2014)
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TABLE 2-6: AIRCRAFT APRONS - EASTERN OREGON REGIONAL AIRPORT
Terminal Apron 25,090 square yards (Asphalt, with 1,200 square yard PCC section)
76,912 square yards (PCC) General Aviation Apron 24,688 square yards (Asphalt) 24 airplane tiedowns (Asphalt Section)
East Agricultural Apron 7,152 square yards (Asphalt, with three 200 square yard PCC loading pads)
Terminal Apron
The terminal apron is located directly in front of the terminal building and air traffic control tower. The apron accommodates aircraft loading/unloading of commercial traffic. The apron is designed to accommodate heavy aircraft, which allows use by large commercial aircraft. The apron includes a Portland Cement Concrete (PCC) section immediately in front of the terminal (for heavy aircraft parking) and asphalt sections abutting the central section of the main apron and Runway 11/29. The apron section abutting Runway 11/29 and Taxiway D is marked with surface painted holding position markings (denoting runway numbers) and a painted aircraft hold line.
General Aviation Apron
The general aviation apron has two primary operating areas: the aircraft tiedown area located at the west end of the apron and the center section of apron that accommodates a variety of uses.
The center section of the apron accommodates aircraft fueling, fixed base operator (FBO) activities, air cargo/express aircraft loading/unloading, and helicopter parking. The apron also provides access to several hangars, the airport fire station, and airport maintenance facilities. This section of apron is original Portland Cement Concrete (PCC) constructed in 1942.
The west airplane tiedown apron area is configured with six north-south rows of west-facing tiedowns served by five adjacent taxilanes that connect to an east-west taxilane on the north edge of the apron. The apron has twenty-two (22) small airplane tiedowns and two (2) large airplane tiedowns, which are located at the south end two tiedown rows and may be accessed directly from the center section of the main apron. The north-south apron taxilanes are designed to accommodate small aircraft (Airplane Design Group I). The west tiedown apron was reconstructed in 1999.
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Agricultural Operations Apron
The agricultural operations apron, located adjacent to Taxiway G (east), is configured with three PCC loading stations that are hard piped to an open containment area located adjacent to Taxiway F. The apron has taxilane connections to Taxiway G at the north and south ends of the apron.
The area adjacent to the apron is currently being used to accommodate UAS ground facilities. Several locally based aerial applicators maintain hangars and facilities adjacent to the main apron.
Airport Lighting and Signage
Eastern Oregon Regional Airport accommodates day and night operations in both visual and instrument meteorological conditions (IMC). The runways are equipped with lighting systems that are consistent with current instrument approach requirements and runway use. Most of the major taxiways on the Airport are equipped with edge lighting. Table 2-7 summarizes the categories of airport lighting currently used at the airport. All airfield lighting observed during recent site visits appeared to be in good condition and fully operational.
The runway-taxiway system has extensive lighted signage that conveys directional, location, and runway clearance information to pilots.
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TABLE 2-7: TYPES OF AIRPORT LIGHTING AT EASTERN OREGON REGIONAL AIRPORT
CATEGORY TYPE CONDITION
Airport Lighting Airport Rotating Beacon (white/green dual lens) Lighted Wind Cones (3) Good Approach Lighting Rwy 25 - Medium Intensity Approach Lighting System (MALS) with Runway Alignment Indicator Lights (RAIL) [MALS-R] Good Rwy 7 - Omni Directional Approach Lighting System (ODALS) Runway Lighting Rwy 7/25 - High Intensity Runway Lighting (HIRL) (white/amber lenses); Threshold Lighting (red/green lenses) Good Rwy 11/29 – Medium Intensity Runway Lighting (MIRL) Note: (white/amber lenses); Threshold Lighting (red/green lenses) REIL out of Rwy 11 & 29 - Runway End Identifier Lights (REIL) (white strobes) service Visual Guidance 4-Light PAPI (red/white lenses) Indicators • Rwy 25: (P4L) 3 degree glide path Good • Rwy 11: (P4L) 3 degree glide path • Rwy 29: (P4L) 3 degree glide path 4-Light VASI (red/white lenses) • Rwy 7: (V4R) 3 degree glide path Taxiway Lighting Medium Intensity Taxiway Lighting (blue) on Taxiway A, B and F Good Airfield Signage Mandatory, Location, Directional, and Destination Signs Distance Remaining Signs Good Other Lighting Obstruction lights, lighted wind cones (2), lighted segmented circle and wind T, lighted airport signage; flood lighting in hangar, fuel Good areas.
Airport Lighting
The airport rotating beacon is mounted on a tower support adjacent to the large hangar currently leased by the Experimental Aircraft Association (EAA). Rotating beacons are used to indicate the location of an airport to pilots at night or during reduced visibility. The beacon provides sequenced white and green flashing lights (representing a lighted land airport) that rotate 360 degrees to allow pilots to identify the airport from all directions from several miles.
Three lighted wind cones are located on the airfield: one wind cone is located in the segmented circle in the center of the airport; one is located between the two runways, west of the runway intersection; and one is located between Runway 7/25 and Taxiway F.
The rotating beacon and lighted wind cones operate on a dusk-dawn automatic switch. The runway lighting, approach lighting, visual guidance indicators, and taxiway lighting are controlled by the air traffic control tower during hours of operation and pilot-activated using the common traffic advisory frequency (CTAF) 122.9 MHz during hours the tower is closed. All airfield lighting reportedly functions normally.
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Approach Lighting
• Runway 7: Runway 7 is equipped with an omnidirectional approach lighting system (ODALS). The ODALS is a series of individual medium-intensity approach lights installed on the extended runway centerline, leading pilots to the runway end.
• Runway 25: Runway 25 is equipped with a medium intensity approach lighting system (MALS) with runway alignment indicator lights (RAIL). The MALS-R is the standard approach lighting system for runways with Category I Instrument Landing Systems. Approach lighting assists pilots to visually identify the runway environment and align the aircraft with the runway in the final approach segment. The MALS-R is 2,400 feet long, installed beyond the runway end along the extended centerline of the runway, and consists of light bars, sequenced flashing lights (RAIL), and a threshold bar. The MALS-R is FAA-owned and maintained.
• Runway 11: Runway 11 is not equipped with an approach lighting system.
• Runway 29: Runway 29 is not equipped with an approach lighting system.
Runway Lighting
Runway 7/25 has high intensity runway edge lighting (HIRL) and Runway 11/29 has medium intensity runway edge lighting (MIRL). All runway ends are equipped with visual guidance indicators. Both ends of Runway 11/29 are equipped with runway end identifier lights (REIL), although airport management reports that the REILs are out of service and require replacement.
• HIRL/MIRL: The HIRL or MIRL systems include white edge lights (with amber lights located near the runway ends to indicate runway remaining) and runway threshold lights. The threshold lights consist of two sets of four fixtures near each corner of the runway ends. The fixtures have split lenses (green/red) indicating the beginning and end of the runway.
• REIL: Runway end identifier lights (REIL) consist of two high-intensity sequenced strobe lights that mark the approach end of the runway to assist pilots in establishing visual contact with the runway environment during periods of darkness or reduced visibility.
• Visual Guidance Indicators: Precision approach path indicators (PAPI) project light along a standard glide path to a runway end, with red and white colored lights indicating the aircraft’s vertical position (above, below, or on glide path) relative to the defined glide path. Visual approach slope indicator (VASI) projects a beam of light having a white segment in the upper part of the beam and red segment in the lower part of the beam.
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Taxiway Lighting
The major taxiways at Eastern Oregon Regional Airport are equipped with blue medium intensity taxiway edge lighting (MITL). Other taxiways have stake-mounted blue reflective markers.
Airfield Signage
The runway-taxiway system has internally illuminated mandatory instruction signs (red background with white letters/numbers) at the aircraft holding positions for each taxiway connection with the runway [7, 25, 11, 29 etc.]. The signs also include taxiway direction/designations [ A, B, D, MIL, etc.] with yellow background and black numbers/letters. The signs are located to coincide with the painted aircraft hold lines on each taxiway that connects to the runway.
Other Lighting
Overhead lighting is available in the terminal area and main aircraft parking aprons, the aircraft fueling area, and in various hangar areas. Hangars also have exterior wall-mounted floodlights. Red obstruction lights are mounted on the top of several structures or built items (antennas, windsocks, etc.) on the airfield.
Airfield Pavement Condition
Pavement Management Reports are periodically updated to assist airports in the ongoing maintenance of airfield pavements. The Airport Pavement Management System (APMS) is designed to assess the relative condition of the airport pavement sections and to identify pavement system needs, make programming decisions for funding, provide information for legislative decision making, and assist local jurisdictions with planning decisions.
Airfield pavements are assessed using the Pavement Condition Index (PCI). The PCI inspection quantifies the types, severities, and amounts of distress observed in the pavements through a visual inspection. The evaluation is quantified using a scale from 0 (failed) to 100 (good) with ratings applied to individual pavement sections, providing an overall condition report for the airport. The condition is an indication of the needs for maintenance and/or repair that will be required over a seven-year period.
The most recent pavement report available for Eastern Oregon Regional Airport is based on a July 2014 inspection.6 Table 2-8 summarizes airfield pavement conditions for Eastern Oregon Regional Airport based on the inspection and the predicted conditions in 2019 and 2024, assuming no maintenance is performed.
6 2014 Pavement Evaluation/Maintenance Management Program (Pavement Consultants Inc., November 2014)
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TABLE 2-8: SUMMARY OF AIRFIELD PAVEMENT CONDITION - EASTERN OREGON REGIONAL AIRPORT
2019 2024 2014 PCI PAVEMENT2 SECTION DESIGN/AGE FORECAST FORECAST RATING1 PCI1 PCI1 3” AC (2005); 2-3” AC (unk.); 4” AC (unk.); 6” Runway 7/25 Cr. Agg. Base (unk.) 54 51 48 Runway 11/29 2” AC (unk.); 2-3” AC (1999); 8” Base (unk.) 69 58 53
Taxiway A AC (unk.); Base (unk.) 63 50 49 Taxiway B (north 4” AC (2005); 5” Cr. Agg. Base (2005); 7” CTB 42 40 38 section) Base (2005) Taxiway B (south of 1” AC (unk.); 2.5” AC (unk.); 2” AC (unk.); 8” Cr. 42 40 38 Taxiway A) Agg. Base (unk.) 4” AC (2002); 5” Cr. Agg. Base (2002); 7” CTB Taxiway D 67 53 45 Base (2002) 2.5” AC (2000.); 2.5” AC (unk.); 2” AC (unk.); 6” Taxiway E 48 45 44 Cr. Agg. Base (unk.) Taxiway F AC (unk.); Base (unk.); 65 52 46 South Section: 4.5” AC (2002); 2.5” AC (unk.); Taxiway G 2” AC (unk.); 5” Cr. Agg. Base (unk.). North 43 36 32 Section: 2.5” AC (1978); 6” Base (1978) East Ag. Apron 2” AC (1980); 6” Base (1980) 18 13 9 4” AC (2002); 2” AC (unk.); 8” Cr. Agg. Base Terminal Apron 54 51 51 (unk.) Terminal Apron –PCC 13” PCC (2002); 9” Subbase (2002) 50 46 42
GA Apron (Ctr Sec.) 6” PCC (1942) 78 67 65 2.5” AC (1998); 2” AC (unk.); 6” Cr. Agg. Base AC Tiedown Apron 79 67 65 (unk.) T-Hangar Taxilane 2.5” AC (1980); 2” AC (unk.); 6” Cr. Agg. Base 50 28 3 (north row) (unk.) T-Hangar Taxilane 2.5” AC (1980); 2” AC (unk.); 6” Cr. Agg. Base 36 11 0 (center row) (unk.); T-Hangar Taxilane AC (unk.); Base (unk.) 39 14 0 (south row) AC = Asphaltic Concrete (Asphalt); PCC = Portland Cement Concrete; CTB = Concrete Treated Base Base/Cr. Agg. Base = Rock/Crushed Aggregate Section Under Pavement; Unk. = Unknown 1. The Pavement Condition Index (PCI) scale ranges from 0 to 100, with seven general condition categories ranging from “failed” to “excellent.” For additional details, see Eastern Oregon Regional Airport Pavement Management Report. 2. The runways, taxiways, and aprons may include multiple pavement sections with varying PCI values, pavement design, and age. The average PCI has been taken for pavements with multiple sections and the best available pavement design is listed. For additional details, see Eastern Oregon Regional Airport Pavement Management Report.
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Ideally, a combination of visual inspection and technical engineering analysis is used to provide precise assessments of pavement condition and optimal timing for rehabilitation. The condition of the airfield pavements observed during site visits performed as part of the master plan update (Winter 2014-15) are generally consistent with the most recent pavement evaluations. Based on their current condition, pavement rehabilitation or reconstruction projects will be required for Runway 7/25, several taxiways, apron sections, and hangar taxilanes within the current 20-year planning period. Ongoing pavement maintenance will also be required for all airfield pavements.
Landside Facilities
Hangars and Airport Buildings
Eastern Oregon Regional Airport accommodates a variety of aviation-related buildings including aircraft storage hangars, commercial and mixed-use hangars, and a commercial aviation terminal. The south side of the airport currently accommodates all landside facilities and based aircraft. The airport also includes the Pendleton Business and Industrial Park on the south side of NW “A” Avenue/Airport Road that includes numerous non-aeronautical and non-aviation buildings. Figure 2-3, presented earlier in this chapter, depicts the existing buildings on the airport. Table 2-9 summarizes existing aviation use buildings located at the airport.
TABLE 2-9: EASTERN OREGON REGIONAL AIRPORT ON-AIRPORT BUILDING LIST
BLDG. #1 BUILDING USE OWNER/TENANT City Airport Administration Office, Air Traffic - Terminal Building Control Tower, Airline Offices, Ticket Counter, City Passenger Waiting Room, Public Restrooms - Large “EAA” Hangar Aircraft Storage City/EAA Airfield Maintenance and Snow Removal Equipment, Airfield Mowers, and - City Equipment Building Airport Vehicles Storage - Airport Fire Station Building ARFF Vehicles/Equipment Storage City Commercial Building 6 Offices Styer (adjacent to City T-Hangar) Commercial Building Rod Anderson 4 Offices (adjacent to EAA bldg.) Construction T-Hangar/Conventional - Aircraft Storage and Commercial Use City Hangar 7 FBO Building Offices Haggland 8 Land Undeveloped Hoeft 9 Commercial Hangar Aircraft Storage Wahl 10 Commercial Hangar Aircraft Storage Nelson 11 Commercial Hangar Aircraft Storage General Air Service
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12 Conventional Hangar Aircraft Storage Midco 13 Conventional Hangar Aircraft Storage Hart 14 Conventional Hangar Aircraft Storage Stratton 15 T-Hangar (11-Unit) Aircraft Storage City 16 T-Hangar (11-Unit) Aircraft Storage City ORARNG Hangar and - Helicopter and UAS Flight Operations ORARNG Support Buildings National Weather Service - Operations NWS (NWS) 1Airport building number as listed on City Tenant List
Airport Terminal Building
The main terminal building is a two-story structure constructed in 1953 and remodeled in 1996. The building houses the City of Pendleton Airport Administration office, Air Traffic Control Tower, airline ticket counters and offices, concession counters, passenger waiting area, baggage area, public restrooms, a restaurant and additional leased office space.
General Aviation Hangar Area
The airport’s primary hangar area is located adjacent to the main apron, west of the airport terminal. The area currently accommodates the large “EAA” hangar, 6 commercial or mixed-use hangars, 3 multi-unit T- hangars, and 3 conventional storage hangars. Life Flight Network recently constructed a commercial hangar adjacent to the northwest corner of the main apron for its aircraft. A new city constructed “plex” hangar was also constructed in this area in 2016.
The airport fire station and maintenance shop are located just west of the EAA hangar on the main apron.
Army National Guard Area
The Army National Guard Armory and Aviation Support Facility are located on the west side of the airport. This area includes one large conventional hangar, aircraft fueling pad, helicopter parking apron, and mixed- use buildings. Surface access to the ORARNG facility is provided via NW 56th Drive, which connects to Airport Road, west of the terminal area.
Unmanned Aerial Systems (UAS)
The Pendleton UAS Range (PUR) is a component of the Pan Pacific UAS Test Range Complex (PPUTRC), led by the University of Alaska. The PPUTRC is one of six official Federal Aviation Administration’s (FAA)
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UAS Test Sites in the United States. The Pendleton UAS Range received initial operating approval on September 30, 2014 and is currently focused on UAS business development. Eastern Oregon Regional Airport is the designated test site airport located in the PUR and is the focus of new business activity and flight testing.
The initial development of UAS facilities at the Airport involved the City of Pendleton constructing 15 UAS operation pads east of Taxiway Golf and south of Taxiway Foxtrot. The 50’ x 50’ compacted gravel pads are equipped with potable water, electric and fiber internet access. The Oregon Army National Guard and private contractors currently use the pads to support their UAS operations. The ORARNG uses a catapult launcher located southeast of the Taxiway Golf and Foxtrot intersection, and typically recovers the UAS on Taxiway Foxtrot. The use of Taxiway F for UAS recovery requires the taxiway to be temporarily closed by NOTAM.
The FAA is anticipating commercialization of civil and commercial UAS, mainly through FAA Type Certification of the aircraft and systems. However, the development of UAS type certification standards, criteria and approvals is expected to be a lengthy process. During this period, the FAA will encourage use of FAA-approved test sites as a safe, controlled environment to perform research & development, crew training, and market survey (i.e. customer demonstrations and training). The FAA views the test sites as a critical element for the future of the UAS industry. Once UAS type certification standards and criteria are defined by the FAA, the test sites will continue to provide an optimal environment for UAS flight testing, much in the same way that manned aviation companies currently use a network of test sites and civil airfield for their flight testing.
The evaluation of UAS facility needs and operational issues as an element of the Eastern Oregon Regional Airport Master Plan represents the first known FAA-funded airport master plan in Oregon or the Northwest region to integrate UAS into conventional airport planning. The primary goal is to include UAS as one of several recognized aviation users of the Airport and to plan facilities accordingly to provide the highest level of safety. A full description of UAS activities and facilities is provided in Chapter 4 and is reflected in the airport development alternatives analysis.
Vehicle Access and Parking
Surface access to Eastern Oregon Regional Airport is provided by Airport Road, which loops from Exit 202 to Exit 207 on U.S. Interstate 84. The airport is located approximately 1 mile north of Interstate 84 and provides access to the airport terminal and passenger parking lot, tenant hangars, Army National Guard and Armory, Airport Industrial Park, and the City of Pendleton Police station.
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The terminal parking lot has 176 paved and striped parking spaces, including 4 disabled parking spaces, immediately adjacent to the terminal for employee and customer parking. An additional 18 rental car parking spaces are located just west of the terminal parking lot. Additional vehicle parking is available adjacent to individual hangars and airport businesses.
Airspace and Navigational Aids
Airspace Classifications
Airspace within the United States is classified by the FAA as “controlled” or “uncontrolled” with altitudes extending from the surface upward to 60,000 feet above mean sea level (MSL). Controlled airspace classifications include Class A, B, C, D, and E. Class G airspace is uncontrolled.
Aircraft operating within controlled airspace are subject to varying levels of positive air traffic control that are unique to each airspace classification. Requirements to operate within controlled airspace vary, with the most stringent requirements associated with very large commercial airports in high traffic areas. Uncontrolled airspace is typically found in remote areas or is limited to a 700 or 1,200-foot AGL layer above the surface and below controlled airspace. Figure 2-4 illustrates and describes the characteristics of the airspace classifications defined by the FAA.
Local Area Airspace Structure
Figure 2-5 depicts nearby airports, notable obstructions, special airspace designations and instrument flight rules (IFR) routes in the vicinity of Eastern Oregon Regional Airport, as identified on the Seattle Sectional Chart and the IFR Enroute Low Altitude Chart (L-1/L-2).
Eastern Oregon Regional Airport is located in an area of Class D airspace that is in effect when the air traffic control tower is in operation (0600 to 2000 local). The Class D airspace extends from the surface upward to 4,000 feet above airport elevation, with a 5-mile radius surrounding the airport. Two-way radio communication is required to operate in Class D airspace during visual flight rules (VFR) conditions and an air traffic control (ATC) clearance is required during instrument flight rules (IFR) conditions.
When the control tower is closed (2000 to 0600 local), the airspace reverts to Class E airspace that begins at 700 feet above ground and extends upward to 18,000 feet above mean sea level (MSL). The local Class E airspace consists of a 10-nautical mile radius surrounding the airport with west and east rectangular sections that extend approximately 20 nautical miles overall. Radio communication is not required for VFR operations in Class E airspace, although pilots are encouraged to use the common traffic advisory frequency (CTAF) when operating at the airport. Aircraft are required to obtain an ATC clearance prior to operating in Class E airspace during IFR conditions.
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Several Low Altitude Enroute Instrument Airways connect to the nearby Pendleton VORTAC7, located 4 nautical miles west of the Airport:
• Victor 4 (V4) northwest to Yakima VORTAC and southeast to Baker City VOR/DME; • Victor 298 (V298) north to Tri-Cities (Pasco VOR/DME) and southeast to McCall (Donnelly VOR/DME); • Victor 536 (V536) northeast to Walla Walla VOR/DME and southwest to Redmond (Deschutes VORTAC); and • Victor 112 (V112) west to The Dalles (Klickitat VOR/DME) and northeast to Spokane VORTAC.
The instrument airways are designed to provide defined paths (fixed courses and minimum altitudes) for enroute aircraft that are clear of terrain and other potential hazards for aircraft operating without the benefit of visual contact. Aircraft transition between enroute and terminal airspace through the use of defined instrument approach and departure procedures.
The minimum enroute altitudes for the nearby instrument airways are well above the local airport traffic pattern altitude and do not conflict with VFR airport operations. The local fixed-wing traffic pattern altitude at Eastern Oregon Regional Airport is 1,000 feet above ground level (AGL) (approximately 2,500’ MSL) with standard left traffic unless otherwise assigned by the air traffic control tower (ATCT). The traffic patterns for Runway 7/25 and Runway 11/29 are depicted in Figure 2-6.
7 VORTAC = Very High Frequency Omni Directional Radio Range (VOR), with Tactical Air Navigation (TACAN).
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Special Use Airspace
The nearest Military Operations Areas (MOA) is the Boardman MOA (25 NM west). MOAs are designated to segregate VFR and IFR traffic from military operations. When a MOA is active, IFR traffic may be cleared through the area when air traffic control can ensure IFR separation; otherwise, traffic will be rerouted. Although VFR operations are not restricted in a MOA, pilots are advised to exercise extreme caution while flying within, near, or below an active MOA. Prior to entering an active MOA, pilots are encouraged to contact the controlling agency for traffic advisories due to the frequently changing status of these areas.
Within the Boardman MOA, there is an area of Restricted Airspace (R-5701). Restricted areas are areas where operations are hazardous to nonparticipating aircrafts. These hazards may include artillery firing, aerial gunnery, or guided missiles. Aircrafts operating on an IFR flight plan may be authorized to transition through the restricted area during periods the restricted area is not active.
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Figure 2-4: Airspace Classifications
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Figure 2-5: Local Airspace
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Figure 2-6: Airport Traffic Patterns
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Navigational Aids and Weather
Ground based navigational aids located on Eastern Oregon Regional Airport include the localizer and glide slope components of the instrument landing system (ILS). The localizer (LOC) transmits a high frequency electronic signal (110.3 MHz) that provides runway centerline (inbound course) guidance to aircraft. The localizer transmitter is located beyond the far end of the ILS runway (approximately 1,000 feet west of the end of Runway 7). The glide slope transmits an electronic signal that provides a defined glide path to the runway end. The glide slope transmitter is located on the north side of the runway, approximately 1,000 feet west of the end of Runway 25. Both the localizer and glide have FAA-defined critical areas to protect signal integrity. The glide slope and localizer are FAA-owned and maintained.
The Pendleton VORTAC8 is located off the airport, approximately four miles west, near the Airport Road connection to Interstate 84 Exit 202. The VORTAC supports an instrument approach to Runway 7 and the missed approach procedure for the ILS and localizer approaches on Runway 25, in addition to its enroute air navigation function. The VORTAC is FAA-owned and maintained.
Eastern Oregon Regional Airport has an on-site automated surface observing system (ASOS) that provides 24-hour weather information. The ASOS is located north of Runway 7/25, east of Taxiway G. The ASOS provides altimeter setting, wind data, density altitude, visibility, cloud/ceiling data, temperature, dewpoint, icing, lightning, sea level pressure, and precipitation. The ASOS is owned and maintained by the National Weather Service (NWS).
Pendleton has a hazardous inflight weather advisory service (HIWAS), which is a continuous broadcast of hazardous weather information transmitted through the VORTAC. This includes Airmen’s Meteorological Information (AIRMETs), significant meteorological information (SIGMETs), convective SIGMETs, and urgent pilot reports (PIREPs).
Instrument Procedures
Instrument approach and departure procedures are developed by the FAA using ground based electronic navigational aids and satellite navigation (SATNAV) to guide aircraft through a series of prescribed maneuvers in and out of an airport’s terminal airspace. The procedures are designed to enable continued airport operation during instrument meteorological conditions (IMC), but are also used during visual conditions, particularly in conjunction with an instrument flight plan. The capabilities of each instrument approach are defined by the technical performance of the procedure platform and the presence of nearby obstructions, which may affect the cloud ceiling and visibility minimums for the approach, and the routing for both the approach and missed approach procedure
8 Very high frequency Omnidirectional Radio range (VOR) combined with UHF frequencies (Tactical Air Navigation – TACAN)
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segments. The aircraft approach speed and corresponding descent rate may also affect approach minimums for different types of aircraft.
Eastern Oregon Regional Airport currently has six published instrument approaches, including a precision Instrument Landing System (ILS) approach to Runway 25. When coupled with an approach lighting system, an ILS provides the best approach capabilities typically found at general aviation airports. The Runway 25 ILS approach provides electronic vertical (descent) and horizontal (course) guidance to the runway end that allows aircraft to descend as low as 200 feet above the ground before visually recognizing the runway environment. The Runway 25 approach is also authorized as a non-precision procedure (course only) when using the localizer without the glideslope.
The airport has four global positioning system (GPS) procedures and one VOR procedure that are classified as non-precision. The four RNAV (GPS) approaches provide vertical guidance to the runway end for aircraft equipped with the appropriate FAA-certified GPS receiver; the other approaches provide electronic course guidance only. All of the instrument approaches are authorized for category A-D aircraft, with varying approach minimums for both straight-in and circling procedures.
The existing instrument approach capabilities for Eastern Oregon Regional Airport are summarized in Table 2-10. The instrument approach procedure charts are included in the report appendix.
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TABLE 2-10: INSTRUMENT PROCEDURES - EASTERN OREGON REGIONAL AIRPORT
APPROACH APPROACH APPROACH APPROACH APPROACH CATEGORY A CATEGORY B CATEGORY C CATEGORY D Ceiling Vis. Ceiling Vis. Ceiling Vis. Ceiling Vis. ILS LOC RWY 25 Straight-In ILS 200 .5 200 .5 200 .5 200 .5 Straight-In LOC 373 .5 373 .5 373 .75 373 .75 Circling 423 1 423 1 423 1.5 703 2.25 RNAV/GPS RWY 7 LPV DA 250 .75 250 .75 250 .75 250 .75 LNAV/VNAV DA 348 1.25 348 1.25 348 1.25 348 1.25 LNAV MDA 394 .75 394 .75 394 .75 394 1.25 Circling 423 1 463 1 463 1.5 563 2 RNAV/GPS RWY 25 LPV DA 200 .5 200 .5 200 .5 200 .5 LNAV/VNAV DA 313 .5 313 .5 313 .5 313 .75 LNAV MDA 373 .5 373 .5 373 .5 373 1 Circling 423 1 463 1 463 1.5 563 2 VOR RWY 7 Straight-In 554 .75 554 .75 554 1.5 554 1.75 Circling 543 1 543 1 543 1.5 563 2 RNAV/GPS RWY 29 LPV DA 250 1 250 1 250 1 250 1 LNAV/VNAV DA 304 1 304 1 304 1 304 1 LNAV MDA 363 1 363 1 363 1 363 1.25 Circling 423 1 463 1 463 1.5 563 2 RNAV/GPS RWY 11 LPV DA 250 1 250 1 250 1 250 1 LNAV/VNAV DA 363 1.25 363 1.25 363 1.25 363 1.25 LNAV MDA 373 1 373 1 373 1 373 1.25 Circling 423 1 463 1 463 1.5 563 2
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Approach Categories are based on the approach speed of an aircraft in the landing configuration (typically 1.3 times the stall speed Vso). Approach Categories: Category A: 0-90 knots (Cessna 172, Beechcraft Bonanza, Piper Seneca) Category B: 91-120 knots (Beechcraft King Air, Cessna Citation, deHavilland Q400) Category C: 121-140 knots (Learjet 45, Canadair Challenger, Boeing 737, MD80) Category D: 141-165 knots (Gulfstream 550) Ceiling: Lowest permitted height of clouds in feet above ground level (AGL) Vis: Minimum visibility required in statute miles Source: National Ocean Service Instrument Approach Plates (11 Dec 2014 to 08 Jan 2015)
Airport Support Facilities/Services
Aircraft Fuel
Eastern Oregon Regional Airport has 100-octane low lead (100LL) aviation gasoline (AVGAS) and jet fuel (Jet-A) available for sale through the local fixed base operator (FBO), Pendleton Aviation. Several airport tenants have private fuel storage tanks for their use. Table 2-11 summarizes existing aviation fueling facilities on the airport.
Fixed Base Operators (FBO)
Pendleton Aviation is the fixed base operator (FBO) at Eastern Oregon Regional Airport, providing aircraft fuel sales, charter, pilot lounge, vending machines, restrooms, and aircraft deicing (Type-1). The FBO has two (Type-1) deice mobile trailers, a 100-gallon tank and 300-gallon tank.
Public Restrooms
Public, ADA-accessible restrooms are located in the airport terminal building. Several individual hangars and businesses have private restroom facilities.
Fencing
Eastern Oregon Regional Airport has an extensive fencing and gate system that covers the entire operations area of the airfield. A 6-foot three-strand barbwire fence extends from the agriculture pad gate, around the terminal extending south and west then north until it connects to the Oregon Army National Guard fence. The remainder of the fencings consists of four-strand barbwire fencing.9
9 Eastern Oregon Regional Airport, Airport Certification Manual, Section 335-Public Protection (Updated November 1, 2014)
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TABLE 2-11: AVIATION FUEL STORAGE - EASTERN OREGON REGIONAL AIRPORT
STORAGE TYPE LOCATION/FACILITIES
Fixed Point Fuel FBO Owned Tanks and (1) 1,000 gallon self-serve above-ground storage tank (100LL) – On Airport Dispensing (1) 8,000 gallon underground storage tank (Jet-A) – Airport Industrial Park Facilities (1) 10,000 gallon underground storage tank (Jet-A) – Airport Industrial Park (1) 10,000 gallon underground storage tank (100LL) – Airport Industrial Park Tenant Owned (1) 10,000 gallon underground fuel tank (100LL) – On Airport (1) 12,000 gallon underground fuel tank (Jet-A) – On Airport
Mobile Fuel Trucks FBO Owned and Portable Tanks (1) 4,000 gallon tank mobile truck (Jet-A) (2) 1,200 gallon tank mobile trucks (Jet-A) (1) 1,200 gallon tank mobile truck (100LL) Tenant Owned (1) 1,200 gallon tank mobile trailer (1) 200 gallon tank portable (Jet-A) (1) 150 gallon tank portable (100LL) Tenant Owned (1) 4,000 gallon tank mobile (Jet-A) (2) 5,000 gallon tanks mobile (Jet-A) (1) 4,000 gallon tank mobile (100LL) (1) 1,800 gallon tank mobile (100LL) Tenant Owned (1) 50 gallon tank portable (100LL)
Airport Equipment List
Eastern Oregon Regional Airport maintains several vehicles for airport maintenance and snow removal:
Snow Removal Equipment
• 2001 International 7400/DT466 Snow Plow Trucks • 2002 Ford F-550 Truck with Multi-Position V Plow
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Airfield Equipment
• 1994 Chevy Truck • 1980 (estimated) Ford A-64 Front End Loader • 1984 Kubota 1720 L355SS Tractor with rear mounted rake • Ford 7710 CabTractor • 2016 Toro ProForce Blower/Tow Behind • 2013 Ground leveler water fillable drum wrapped in 13 Tires (pulls behind Tractor)
Public Protection
City of Pendleton Police
Eastern Oregon Regional Airport is located within the Pendleton city limits and local law enforcement is provided by the Pendleton Police Department, with additional support provided by the Umatilla County Sheriff and Oregon State Police (OSP) as needed. The City of Pendleton Police Station is located approximately 1 mile south of the Airport on Airport Road.
Aircraft Rescue and Firefighting (ARFF)
The City of Pendleton Fire Department provides Aircraft Rescue and Firefighting services at the airport. Eastern Oregon Regional Airport maintains equipment and capabilities for Index A operations, and maintains the ability to meet Index B level upon request. Index B requires ARFF equipment and personnel to be positioned at the airport 15 minutes before and after an air carrier takeoff and landing. All air carrier operations require prior permission and coordination from the Airport Manager prior to operating at the airport to ensure proper ARFF availability. Below is a list of the airport’s equipment and firefighting agents:10
2012 Oshkosh Aircraft Crash Rescue Truck Model T-1500
Agents: -1,500 gallons of water/210 gallons of 6% aqueous film forming foam (AFFF) -450 pounds of Purple-K dry chemical powder
10 Eastern Oregon Regional Airport, Airport Certification Manual, Section 317-Aircraft Rescue & Firefighting (Updated November 1, 2014)
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1998 Oshkosh Aircraft Crash Rescue Truck Model T-1500
Agents: -1,500 gallons of water/210 gallons of 6% aqueous film forming foam (AFFF) -450 pounds of Purple-K dry chemical powder
Utilities
The developed areas of Eastern Oregon Regional Airport have water, natural gas, sanitary sewer, electrical, and telephone/internet service and fiber optical cable.
Water
The City of Pendleton provides water service to the Airport. Two large city water storage tanks are located adjacent to the terminal parking lot.
Sanitary
The City of Pendleton provides sanitary sewer service to the Airport.
Power
Pacific Power provides electrical service for the Airport. Electrical lines extend along Airport Road/NW “A” Avenue, south of the airfield and supply power to airport hangars, businesses, and the Airport Industrial Park. Overhead electrical lines located on the west side of NW 56th Drive supply power to the Oregon Army National Guard and other buildings. Electrical lines follow a service road around the approach end of Runway 25 to supply power to the glideslope and weather station.
Gas
Cascade Natural Gas provides natural gas to the Airport by underground gas pipelines that connect to the terminal, several hangars and businesses, and to the Airport Industrial Park.
Telephone/Internet
Charter Communications and CenturyLink with Techlink provide telephone and high-speed internet service to the airport area.
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Land Use Planning and Zoning
The City of Pendleton has land use authority for Eastern Oregon Regional Airport and its immediate surroundings. The City of Pendleton’s Unified Development Code provides the established “standards for development within the City of Pendleton and its Urban Growth Boundary, and to implement the Pendleton Comprehensive Plan.” A detailed description of current zoning, airport overlay zoning, and land use is presented later in the master plan.
Zoning
The airport is zoned Airport Activities Zone (A-A). The Airport Activities Zone’s purpose is to “protect the lands lying adjacent to the airport runway and terminal areas from incompatible development, while providing lands for airport-related and agricultural uses.”11 The A-A Zone contains the permitted uses, conditional uses, and development standards on City-owned property.
Airport Vicinity Zoning
The zoning around the airport is a mix of Light Industrial (M-1), Exclusive Farm Use (EFU), and Airport Activities (A-A). East and northwest of the airport are areas EFU zoning—both in the city limits and in adjacent unincorporated Umatilla County. The purpose of the City EFU Zone is “to preserve and maintain agricultural lands for farm use, including range and grazing uses, consistent with existing and future needs for agricultural products, and open spaces.” Areas south and west of the airport are zoned M- 1. The purpose of M-1 zoning is “to provide, enhance, and protect areas to accommodate a wide range of manufacturing and allied uses that need generally flat topography and easy access to arterials and intermodal shipping facilities, and to reserve industrial sites near the airport for specific employment uses identified in the Pendleton Economic Opportunities Analysis (EOA).”
Airport Overlay Zoning
The City of Pendleton created two airport overlay zones identified as Subdistricts. The Airport Hazard Subdistrict (AHZ) established a set of “Airport Zones” including the approach zones, transitional zones, horizontal zones, and conical zones. The city code states “These zones are adopted as part of the City’s Airport Master Plan and made a part of this Ordinance (3845) by reference.” The Airport Hazard Subdistrict includes height restrictions for each of the Airport Zones, use restrictions, nonconforming uses,
11 Ordinance 3845, City of Pendleton Unified Development Code (12/2/2014)
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and permits. The Airport Industrial Subdistrict (AI) “reserved designated Light Industrial (M1) sites near the Airport for targeted industrial users as called for in the Pendleton Comprehensive Plan (Industrial Plan Table A-AI) and the Pendleton Economic Opportunities Analysis (EOA).”
Airport Industrial Park (AIP)
The Airport Industrial Park is located within airport property and consists of approximately 435 acres. The industrial park is fully serviced with utilities and offers convenient and redundant access to Interstate 84. A list of recent industrial park tenants is provided in Table 2-12.
TABLE 2-12: AIRPORT INDUSTRIAL PARK TENANTS
• Round Up Radio • The Furniture Lady & • Pendleton Police Airport Antiques Department • NOAA Weather Station • McCormack • BMCC/Archery • Community Bank Construction, Inc. • NexGen UAS Range • Rod Anderson • Loftis/Baarstad Management, LLC Construction • Airport Mini Storage • David Lloyd • Drake’s RV • A-Sharp Painters • Old West Design Builders • Hill Meat Company • Western Auto • Severe Bros. Saddlery • Barhute Specialty Foods • Pace Wood Products • Schubert Diesel • Cellular One • M & J Pallet • Capeco • US Cellular/Verizon • Main Street Cowboys • Thews Sheet Metal • Yamaha Motor Corp.
• Digital Harvest
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Data Sources:
• City of Pendleton airport records, airport and municipal drawings • Eastern Oregon Regional Airport – Airport Master Plan (David Evans and Associates, October 2002)
• Airfield Design Drawings and Engineering Reports (various projects) (Precision Approach Engineering)
• 2014 Pavement Evaluation/Maintenance Management Program (Pavement Consultants Inc., November 2014)
• FAA Airport Master Record Form (5010-1) • Airport/Facility Directory (AFD) –Northwest U.S. (U.S. DOT, Federal Aviation Administration, National Aeronautical Charting Office)
• Seattle Sectional Aeronautical Chart; IFR Enroute Low Altitude (L-1/L-2) Chart (U.S. DOT, Federal Aviation Administration, National Aeronautical Charting Office)
• Instrument Approach Procedure Charts (FAA NACO) • City of Pendleton Zoning Ordinance and Mapping • City of Pendleton Comprehensive Plan • Umatilla County Zoning Ordinance and Mapping • Umatilla County Comprehensive Plan • Local land use planning documents and mapping • Local and regional socioeconomic data
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Chapter 3 – Aviation Activity Forecasts
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Chapter 3 – Aviation Activity Forecasts
The overall goal of aviation activity forecasting is to prepare forecasts that accurately reflect current conditions, relevant historical trends, and provide reasonable projections of future activity, which can be translated into specific airport facility needs anticipated during the next twenty years and beyond.
Introduction
This chapter provides updated forecasts of aviation activity for Eastern Oregon Regional Airport (PDT) for the twenty-year master plan horizon (2015-2035). Forecasts of general aviation, military and unmanned aerial systems (UAS) activity are contained in this chapter. Commercial passenger and cargo activity will be presented separately in a forecast addendum after the master plan’s air service consultant provides an overview of their findings to the City officials. The two elements of the forecast chapter will be consolidated in the final forecast chapter.
The forecasts are consistent with PDT’s current role as a regional general aviation airport, with scheduled commercial passenger and express service provided by FAR Part 135 air carriers.
Unless specifically noted, the forecasts of activity are unconstrained and assume that the facility improvements necessary to accommodate anticipated demand can be provided. Through the evaluation of airport development alternatives later in the master plan, the City of Pendleton will consider if any unconstrained demand will not or cannot be reasonably met.
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The FAA-defined airport master plan forecasting process for general aviation airports is designed to address elements critical to airport planning by focusing on two key activity segments: based aircraft and aircraft operations (takeoffs & landings). Detailed breakdowns of these are provided including aircraft fleet mix, activity peaking, distribution of local and itinerant operations, and the determination of the critical aircraft, also referred to as the design aircraft. The commercial air service elements at Eastern Oregon Regional Airport including enplaned passengers, annual aircraft operations, commercial aircraft fleet mix, and enplaned air cargo will be evaluated as a specific activity. Other unique activity segments at Eastern Oregon Regional Airport include military and unmanned aerial systems (UAS). Existing aviation activity forecasts are examined and compared against current and recent historical activity.
The design aircraft represents the most demanding aircraft type or family of aircraft that uses an airport on a regular basis (a minimum of 500 annual takeoffs & landings). The existing and future design aircraft are used to define the airport reference codes (ARC) to be used in airfield planning. The activity forecasts also provide consistency in evaluating future demand-based facility requirements such as runway and taxiway capacity, aircraft parking and hangar capacity, and other planning evaluations such as airport noise.
Forecast Process
The Federal Aviation Administration (FAA) provides guidance on forecasting aviation activity in airport master planning projects. FAA Advisory Circular (AC) 150/5070-6B, Airport Master Plans, outlines seven standard steps involved in the forecast process:
1) Identify Aviation Activity Measures: The level and type of aviation activities likely to impact facility needs. For general aviation, this typically includes based aircraft and operations. Common measures related to commercial air service include enplaned passengers and cargo, fleet mix and aircraft operations. 2) Previous Airport Forecasts: May include the FAA Terminal Area Forecast (TAF), state or regional system plans, and previous master plans. 3) Gather Data: Determine what data are required to prepare the forecasts, identify data sources, and collect historical and forecast data. 4) Select Forecast Methods: There are several appropriate methodologies and techniques available, including regression analysis, trend analysis, market share or ratio analysis, exponential smoothing, econometric modeling, comparison with other airports, survey techniques, cohort analysis, choice and distribution models, range projections, and professional judgment. 5) Apply Forecast Methods and Evaluate Results: Prepare the actual forecasts and evaluate for reasonableness.
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6) Summarize and Document Results: Provide supporting text and tables as necessary. 7) Compare Forecast Results with FAA’s TAF: Follow guidance in FAA Order 5090.3C, Field Formulation of the National Plan of Integrated Airport Systems. In part, the Order indicates that forecasts should not vary significantly (more than 10 percent) from the TAF. When there is a greater than 10 percent variance, supporting documentation should be supplied to the FAA. The aviation demand forecasts are then submitted to the FAA for their approval.
National General Aviation Activity Trends
The first fifteen years of the 21st Century was a tumultuous time for General Aviation (GA). The industry was battered by poor economic conditions and steadily rising fuel prices that slowed growth and negatively affected elements such as aircraft manufacturing, on-demand air travel, aircraft ownership, and aircraft utilization levels. Ongoing concerns over the potential replacement and future availability of 100LL aviation gasoline (AVGAS) have also created uncertainty within general aviation. On a national level, most measures of GA activity declined sharply through the “great recession” and have only recently started to show modest signs of improvement.
The FAA’s long-term forecasts predict that the U.S. active GA aircraft fleet will grow modestly at an average annual rate of 0.4 percent between 2014 and 2035.1 As depicted in Figure 3-1, the active GA fleet is expected to increase by approximately 15,400 aircraft over the next twenty years (+8 percent). The FAA forecasts reflect net growth that will be realized through a combination of new aircraft production and fleet attrition.
1 FAA Aerospace Forecast Fiscal Years 2015-2035
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FIGURE 3-1: US ACTIVE GENERAL AVIATION AIRCRAFT FORECAST
Data maintained by the FAA show significant system-wide declines of several key general aviation activity indicators between 2001 and 2014 (piston hours flown -34%; active piston aircraft -16%; active GA pilots -7%). AVGAS consumption levels dropped every year between 2001 and 2014, ending 30 percent below 2001 levels.
It is noted that within the overall forecast growth, several segments are projected to decline in actual numbers including single engine piston aircraft (-12%) and multi-engine piston aircraft (-8%). These declines reflect attrition of an aging fleet, which is not being fully offset by new aircraft production. Encouraging areas within the GA fleet are found in turboprops (particularly single engine) (+37%), experimental aircraft (+35%), sport aircraft (+144%), and business jets (+77%) growth through 2035. In addition to stronger production activity, these aircraft segments are experiencing lower levels of fleet attrition.
Aircraft manufacturing has shown positive gains in recent years after an extended period of weak sales. Worldwide GA aircraft deliveries in 2014 totaled 2,454 units, an increase of 4.3 percent over the previous year, but about 11 percent below recent peak of shipments in 2008.2 The adaption of both turbine and diesel engines for small general aviation aircraft by several established manufacturers is positive indication that evolving engine technology may be a significant factor in the long-term future of general aviation. In
2 General Aviation Manufacturers Association (GAMA), 2014 Delivery Report
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addition, the resurgence of unleaded automobile gasoline powered small aircraft engines may provide a reliable power source for a growing Light Sport Aircraft (LSA) and experimental aircraft fleet.
Although the FAA maintains a moderately favorable long-term outlook, many of the activity segments associated with piston engine aircraft and AVGAS consumption are not projected to return to “pre- recession” levels until the 2025 to 2035 timeframe. Although some segments of general aviation are expected to grow at moderately high rates, most measures of the general aviation industry suggest modest, sustained growth in the range of 1 to 2 percent annually is expected over the next 20 years. The FAA’s annual growth assumptions for individual general aviation activity segments are summarized in Table 3-1.
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TABLE 3-1: FAA LONG RANGE FORECAST ASSUMPTIONS (U.S. GENERAL AVIATION)
FORECAST ANNUAL AVERAGE ACTIVITY COMPONENT GROWTH RATE (2014-2035)
Components with Annual Growth Forecast < 0% Single Engine Piston Aircraft in U.S. Fleet -0.6% Multi-Engine Piston Aircraft in U.S. Fleet -0.4% Hours Flown - GA Fleet (Piston AC) -0.5% Student Pilots (Indicator of flight training activity) -0.3% AVGAS (Gallons consumed - GA only) -0.1% Private Pilots -0.3% Components with Annual Growth Forecast < 1% Commercial Pilots / Airline Transport Pilots 0.4% / 0.5% Instrument Rated Pilots 0.2% Active Pilots (All Ratings, excluding Airline Transport) 0.1% GA Operations at Towered Airports (all AC types) 0.9% Active GA Fleet (# of Aircraft) 0.4% Components with Annual Growth Forecast 1%-2% Experimental Aircraft in U.S. Fleet 1.4% Turboprop Aircraft in U.S. Fleet 1.5% Components with Annual Growth Forecast >2% Piston Helicopters in U.S. Fleet 2.1% Sport Pilots 5.2% Turbine Helicopters in U.S. Fleet 2.8% Light Sport Aircraft in U.S. Fleet 4.3% Turbojet Aircraft in U.S. Fleet 2.8% Hours Flown - GA Fleet (Turbine AC) 2.9% Hours Flown – Experimental AC 2.4% Hours Flown – Light Sport AC 5.1% Jet Fuel (Gallons consumed – GA only) 2.5% Source: FAA Long Range Aerospace Forecasts (FY 2015-2035)
Airport Service Area
The airport service area refers to the geographic area surrounding an airport that generates most “local” activity. A 30- or 60-minute surface travel time is used to approximate the boundaries of a service area for a typical general aviation airport and a three-hour drive time is used to approximate the boundaries of a
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commercial service airport. The population, economic characteristics, and capabilities of competing airports within an airport’s service area are important factors in defining locally-generated demand for aviation facilities and services, and influence the airport’s ability to attract transient aircraft activity.
Figure 3-2 illustrates the approximate boundary of an estimated 30- and 60-minute drive from Eastern Oregon Regional Airport within the local area. Competing airports located beyond the service area typically have less impact on local airport activity due to the redundancy provided by closer facilities. With numerous airports nearby, service areas often overlap, creating competition between airports for items such as hangar space, fuel, and aviation services. These items are sensitive to cost, convenience, and quality of facilities or services for both locally based and transient users. The airport’s commercial service area, often referred to as the “catchment area,” will be addressed separately in the commercial activity evaluation.
Table 3-2 lists the publicly owned, public use airports within a 50 nautical mile (air miles) radius of Eastern Oregon Regional Airport. It is noted that some of the public use airports listed provide competitive facilities and services with master plans that provide for future facility expansion.
TABLE 3-2: PUBLIC USE AIRPORTS IN VICINITY OF EASTERN OREGON REGIONAL AIRPORT
LOCATION/DIST. RUNWAY LENGTH LIGHTED AIRPORT FUEL (NAUT.MILES) (FEET) RUNWAY
Hermiston Municipal Airport 20 NW 4,500 MIRL 100LL, Jet-A Martin Field 28 NE 3,819 LIRL 100LL, MOGAS Walla Walla Regional Airport 33 NE 6,527 HIRL 100LL, Jet-A
Tri-Cities Airport 36 NW 7,711 HIRL 100LL, Jet-A Lexington Airport 38 SW 4,156 MIRL 100LL
Richland Airport 42 NW 4,009 MIRL 100LL, Jet-A Boardman Airport 42 W 4,200 MIRL None La Grande/Union County Airport 43 SE 6,260 MIRL 100LL, Jet-A Prosser Airport 50 NW 3,451 MIRL 100LL
Hermiston Municipal Airport (HRI) is the closest airport in the service area that provides similar general aviation facilities and services. HRI has one 4,500-foot runway, instrument approach capabilities, on-field weather observation, and aircraft fuel. Other nearby airports (Pasco, Walla Walla, La Grande/Union County) also accommodate general aviation operations with a full range of facilities and services. Pasco and Walla also accommodate scheduled commercial air service.
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Figure 3-2: Airport Service Area
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Socioeconomic Trends and Forecasts
City of Pendleton Economy
Historically, downturns in general aviation activity often occur during periods of weak economic conditions and growth typically coincides with favorable economic conditions. It is evident that the recent economic recession and the slow recovery that followed, has constrained general aviation activity locally, statewide, and throughout the national airport system. However, as indicated in the FAA’s national long- term aviation forecasts, the overall strength of the U.S. economy is expected to sustain economic growth over the long-term, which will translate into modest to moderate growth in aviation activity.
Manufacturing, agriculture, and food processing have historically led the City of Pendleton’s local and regional economy. While these industries continue to grow, in recent years the region has experienced a broader base of new employment segments such as warehousing and distribution, technology and data centers, tourism, unmanned aircraft systems (UAS), and clean technology. According to the City of Pendleton’s Economic Development Resource Guide, Pendleton’s key industries include:
Manufacturing Pendleton has a long history in supporting manufacturing beginning with the historic Pendleton Woolen Mill, a weaving mill built in 1909 and still in operation. In 2000, Keystone RV Manufacturing opened in Pendleton, which has continued to grow with the merger of Dutchman RV Manufacturing in 2013.3 In addition, Pendleton is home to two long time saddle producers, Hamley and Company and Severe Brothers Saddlery.
Warehousing and Distribution In the last fifteen years, both FedEx and Walmart have constructed distribution centers in the region. The region is centrally located between Seattle, Portland, Spokane, and Boise with multiple transportation options for shipping and receiving including rail, interstate highway, and air cargo. Although the large distribution facilities are located outside of Pendleton, the impact on the local and regional economies extends throughout Umatilla County.
Agriculture and Food Processing Agriculture and food processing has a long history in Pendleton. The region’s climate and dry land makes the area an excellent location for growing wheat and other crops. Pendleton is home to the 100-year old Pendleton Flour Mill and Newly Wed Foods, which deliver bulk flour and food coatings around the world. Barhyte Specialty Foods is located in Pendleton, and produces private label specialty sauces for
3 East Oregonian. Wheeler, Natalie. New RV Plant will add 125 jobs in Pendleton. September 24, 2013.
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supermarkets and restaurants chains. More recently, The Prodigal Son Brewery & Pub, Pendleton’s first craft brewery, opened in 2010 and now provides both local service and distribution throughout Oregon.
Aviation and Unmanned Aerial Systems Aviation has been a vital part of Pendleton’s history for more than 80 years. The Airport opened in 1934 and during World War II, airport facilities were expanded to accommodate military training activities. After the war, the airport was transferred from federal to local (City of Pendleton) ownership to serve the community’s air transportation needs. The Airport is home to a diverse group of tenants and users located both on the-airport and in the adjacent Airport Industrial Park. The airport is located within the Pendleton UAS Range (PUR). PUR covers an area of 14,000 square miles and the airport is the designated test site airport for the PUR. Initial activity involving civilian UAS systems began in 2013 and programs are currently under development to obtain required FAA regulatory approvals for ongoing UAS activity.
The Oregon Army National Guard facility located on the airport supports helicopter and unmanned aerial vehicle (UAV) flight operations. SeaPort Airlines provides scheduled passenger air service at Eastern Oregon Regional Airport. SeaPort’s current schedule consists of 22 weekly departures and arrivals between Pendleton and Portland with 9-passenger Cessna Caravan turboprop aircraft. Empire Airlines, a contract operator for FedEx, provides 5-day per week air cargo service between Spokane, Pendleton, and La Grande.
Umatilla County Economy
Umatilla County’s economy has historically been led by government, healthcare & social assistance, retail trade, manufacturing, and farming. Over the next twenty years, farming and manufacturing employment are forecast to decline slightly, while government and healthcare & social assistance are expected to grow. Table 3-3 summarizes current and projected employment (by industry segment) in Umatilla County.
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TABLE 3-3: UMATILLA COUNTY EMPLOYMENT DATA
2011 % OF 2015 % OF 2035 % OF INDUSTRY EMPLOYMENT TOTAL EMP EMPLOYMENT TOTAL EMP EMPLOYMENT TOTAL EMP State & Local 6,206 16% 6,341 15.6% 6,888 13.6% Government Healthcare & 4,127 10.7% 4,507 11.1% 6,779 13.4% Social Assistance Retail Trade 4,019 10.4% 4,281 10.5% 5,646 11.2% Manufacturing 3,429 8.8% 3,434 8.5% 3,367 6.7% Farm 3,101 8% 3,086 7.6% 2,948 5.8% Transportation & 2,713 7% 2,890 7.1% 3,869 7.6% Warehousing Accommodation 2,379 6.1% 2,541 6.3% 3,423 6.8% & Food Services Other 12,795 33% 13,553 33.4% 17,702 35%
Note 1: 2011 Employment (Historic); 2015 and 2035 Employment (Forecast) Note 2: Percentages of employment are rounded Source: Woods and Poole Economics– Umatilla County Employment Data (2014)
A review of seasonally adjusted unemployment over the last fifteen years indicates Umatilla County typically has higher levels of unemployment than Oregon’s statewide average.4 This is often a reflection of seasonal industries such as agriculture that experience distinct seasonal shifts in employment. From 2000 through 2014, average annual county unemployment levels were higher than the statewide levels in twelve of fifteen years. During this period, unemployment in Umatilla County peaked at 10.3 percent in 2010, while Oregon’s peak level (11.3 percent) was experienced in 2009. During a two-year period in 2009 and 2010, Oregon’s statewide unemployment rate was higher than Umatilla County. Statewide and Umatilla County unemployment rates were the same (9.5%) in 2011. This short-lived trend appeared to reflect the prolonged impacts of Oregon’s slow recovery from the recent recession. In February 2015, Umatilla County’s unemployment rate was 7.8 percent while Oregon’s unemployment rate was 6.2 percent.5 The per capita income for Umatilla County in 2014 was $33,240, approximately 15 percent below Oregon’s per capita income level of $39,286. A summary of historical and forecast income and employment data are provided in Table 3-4.
4 Oregon Employment Department data
5 United States Department of Labor, Bureau of Labor Statistics, Local Area Unemployment Statistics Map (February 2015)
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TABLE 3-4: PER CAPITA PERSONAL INCOME & EMPLOYMENT DATA
HISTORICAL FORECAST
2000 2011 2015 2020 2025 2030 2035 Per Capita Income (in current dollars) U.S. $30,319 $41,561 $46,411 $56,808 $72,344 $93,177 $120,708 State of Oregon $28,728 $37,528 $41,760 $50,960 $64,731 $83,172 $107,496 Umatilla County $21,944 $30,701 $34,326 $41,901 $53,159 $68,170 $87,893 Umatilla County 76.4% 81.8% 82.2% 82.2% 82.1% 81.9% 81.7% % of Oregon Employment (Umatilla County) # Jobs 38,022 38,769 40,606 42,976 45,434 47,985 50,622 Source: Woods and Poole Economics– U.S., Oregon, and Umatilla County Data (2014)
Population
In broad terms, an airport’s service area population affects the type and scale of aviation facilities and services that can be supported. Although a large number of airport-specific factors can affect activities at an airport, changes in population often reflect other broader economic conditions that may also affect airport activity. The Eastern Oregon Regional Airport service area extends beyond the City of Pendleton and Umatilla County and includes portions of Benton and Walla Walla counties in Washington, and Union and Morrow counties in Oregon. However, for the purpose of forecasting aviation activity, an evaluation of local city and Umatilla county population trends will provide a reasonable indication of activity.
Historical Population
Certified estimates of population for Oregon counties and incorporated cities are developed annually by the Portland State University (PSU) Population Research Center. The annual PSU estimates, coupled with the decennial U.S. Census, provide an indication of local area population trends over an extended period.6 The 2014 PSU certified population estimate for the City of Pendleton was 16,700; the 2014 PSU estimate for Umatilla County was 78,340.
The City of Pendleton’s population has declined slightly since the 2010 Census, while Umatilla County has experienced a modest population increase. Annual population growth over the last 25 years has been modest, averaging 1 percent or less, compared to statewide average growth that is typically between 1 and 2 percent per year. Recent historical population data and average growth rates for the City of Pendleton, Umatilla County, and Oregon are summarized in Table 3-5.
6 Portland State University Population Research Center July 1, 2014 estimates; 1990, 2000, 2010 U.S. Census
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TABLE 3-5: HISTORICAL POPULATION
CITY OF PENDLETON PENDLETON SHARE (%) OF UMATILLA YEAR (INCORPORATED AREA UMATILLA COUNTY OREGON COUNTY ONLY) POPULATION 19902 59,249 15,142 25.6% 2,842,337 20001 70,548 16,354 23.2% 3,421,399 20101 75,889 16,745 22.1% 3,831,074 20142 78,340 16,700 21.3% 3,962,710 Average Annual Rates (AAR) of Growth Umatilla City of Pendleton Oregon County 1990-2000 1.7% .77% 1.87% 2000-2010 .73% .23% 1.14% 2000-2014 .75% .15% 1.05% 2010-2014 .79% (.06%) .8% 1. U.S. Census data 2. Portland State University certified annual estimates.
Population Forecasts
Two recent forecasts of local population were reviewed to evaluate future growth expectations for the City of Pendleton and Umatilla County. Both forecasts indicate local population will grow at a slower rate than Oregon’s population over the next twenty years, although the projected growth is consistent the area’s historical record of population growth. Future population growth within the airport service area is expected to be a positive factor affecting future activity at Eastern Oregon Regional Airport. Table 3-6 summarizes the population forecasts for the current planning period.
Oregon Office of Economic Analysis (OEA) The Oregon Office of Economic Analysis (OEA) periodically generates long-term population forecasts to support local and statewide planning. The most recent OEA long-term forecasts released in March 2013 projected modest, sustained growth for Umatilla County through 2050. Within the current twenty-year master planning horizon, Umatilla County’s population is projected to increase from 76,000 in 2010 to 98,820 in 2035. This reflects an overall increase of 30 percent over the 25-year period at a 1.06 percent average annual growth rate.7
7 Office of Economic Analysis-Forecasts of Oregon’s County Population and Components (March 28, 2013)
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TABLE 3-6: PENDLETON, UMATILLA COUNTY & OREGON POPULATION FORECASTS 2010 2014 PSU 2010 2015 2020 2025 2030 2035 CENSUS EST. City of Pendleton Population Forecast1 18,392 16,745 16,700 19,090 20,172 21,384 22,668 23,914 (1.06% AAR 2010-2035) Umatilla County OEA Forecast2 76,000 75,889 78,340 78,887 83,359 88,366 93,673 98,820 (1.06% AAR 2010-2035) Oregon OEA Forecast2 3,837,300 3,831,074 3,962,710 4,001,600 4,252,100 4,516,200 4,768,000 4,995,200 (1.06% AAR, 2010-2035)
City % of County Population 24.2 22.0 21.3 24.2 24.2 24.2 24.2 24.2
Umatilla County % of Oregon 1.98 1.98 1.97 1.97 1.96 1.95 1.96 1.97 Population 1. Winterbrook Planning, Technical Memo: 2033 Population Projection 2. Prepared by Office of Economic Analysis, Department of Administrative Services, State of Oregon (March 28, 2013)
City of Pendleton Population Forecast A population forecast was prepared for the City of Pendleton in February 2011, to support local planning using existing State of Oregon Office of Economic Analysis (OEA) long-term forecasts for Umatilla County.8 The forecast projected annual population growth of 1.06 percent for both the City and Umatilla County through 2033. Pendleton’s urban area accounts for approximately 24.2 percent of Umatilla County’s population in current and future projections. The City of Pendleton’s population is projected to increase from 18,392 to 23,914 (+30%) between 2010 and 2035 (2035 data was extrapolated based on the OEA annual growth rate). The forecast represents an expectation that the city and county population growth will keep pace with Oregon’s statewide growth over the next twenty years.
It is noted that recent estimates of Pendleton’s population (2010 Census and the 2014 PSU certified estimate), generated after the OFM forecasts were published, show a decline from the 2010 base year population used in the OFM forecast. The PSU certified estimate for 2014 (16,700) is approximately 13 percent lower than the forecast for 2015 (19,090). The initial trend appears to be deviating from the long- term forecast, although the forecast’s relatively low annual growth rates (1 percent) suggest that it may be premature to adjust the forecast or to modify long term assumptions based on the first four years of a forty- year forecast.
8 Winterbrook Planning, Technical Memorandum 1: 2033 Population Projection (February 16, 2011)
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Overview of Recent Local Events
Commercial Air Service
Horizon Airlines served Eastern Oregon Regional Airport under a contract with the U.S. Department of Transportation, Essential Air Service (EAS) program prior to November 2008. This agreement provided a subsidy for two of the three 37-seat Q200 flights that operated between Pendleton and Portland. In 2008, Horizon Airlines phased out the 12 remaining 37-seat Q200s in their fleet, replacing them with larger 76- seat Q400s. During an EAS contract bid, Horizon Airlines sought to change its route, opting for one-stop flights from Pendleton to Pasco then to Seattle. With the upgrade to the larger aircraft, Horizon’s proposal included reducing the frequency of flights in and out of Pendleton to one roundtrip daily. The City of Pendleton opted to maintain its Portland service after evaluating Horizon’s proposal against other providers, and chose SeaPort Airlines proposal, which offered three daily roundtrip flights to Portland with smaller 9-seat aircraft.9 A detailed description of the status of commercial air service is provided in the evaluation of commercial aviation activity.
Unmanned Aerial Systems (UAS)
As noted in the Inventory chapter, Eastern Oregon Regional Airport is the designated test site airport for the Pendleton UAS Range, which received initial FAA operating approval in September, 2014. UAS activity on the airport includes both military and civilian operations. However, civilian UAS activity has been slow to develop as it is subject to the FAA’s current rule-making process. Military UAS activity is not regulated by FAA, so the majority of activity to date has been generated by the Oregon Army National Guard (OANG). OANG indicates that approximately 260 flight hours have been logged by Shadow unmanned aerial vehicles (UAV) at Eastern Oregon Regional Airport since May 2013, averaging about 130 hours per year. OANG estimates UAVs account for 10 percent of “tower tracked” operations at the airport, with helicopters accounting for 90 percent. Based on a total of 2,802 military operations recorded by the control tower in 2014, this translates into approximately 280 military UAV operations. Combined with a limited amount of civilian activity, the current level of UAS/UAV activity at the Airport is estimated to be approximately 300 annual operations. This number is expected to increase significantly as OANG expects to increase its activity and civilian testing and training activity becomes established. The control tower UAS/UAV operations counts (takeoffs and landings) are not recorded by aircraft type, but by user group (e.g., military, general aviation, etc.).
9 Department of Transportation. Essential Air Service at Pendleton, Oregon. Order reselecting carrier and setting final subsidy rates, Order 2008- 10-25 (October 21, 2008)
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Fuel Data
Fuel records provided by the airport’s fixed base operator (FBO), indicate the volume of 100LL (AVGAS) and Jet-A have declined significantly over the last several years. Historical fuel data is summarized in Table 3-7. 10 While changes in commercial air service and related fueling activities would be expected to impact jet fuel volumes, the decline in reported aviation gasoline sales is perplexing. For example, the annual sales of 100LL reported at Eastern Oregon Regional Airport have not exceeded 10,000 gallons since 2005, with a low of 1,369 gallons reported in 2011. The reported fuel sales yield averages as low as 30 gallons per based piston aircraft, well below the volumes generated at most general aviation airports. By comparison, nearby Lexington Airport, with a total of 9 piston engine-based aircraft, had a total of 10,871 gallons of 100LL delivered in the twelve months extending from April 2012 to March 2013, which is approximately 120 gallons per based aircraft. Ken Jernstedt Airfield in Hood River has averaged 36,000 gallons of 100LL over the last five years with about 90 based aircraft, or about 400 gallons per based aircraft.
TABLE 3-7: PDT FBO REPORTED FUEL SALES (HISTORICAL)
100LL1 JET-A1 AIRCRAFT OPERATIONS2 YEAR (GALLONS) (GALLONS) (GA/COMMERCIAL) 2005 21,782 81,923 23,359 2006 7,004 96,075 20,769 2007 9,221 63,827 18,412 2008 6,598 28,419 18,125 2009 5,422 34,071 16,049 2010 2,653 19,936 11,985 2011 1,369 25,478 12,370 2012 1,830 13,521 11,150 2013 2,007 32,138 12,057 2014 4,127 24,478 9,579
1. PDT FBO reported fuel sales 2005-2014 2. Air Traffic Activity System (ATADS) Tower Operations 2005-2014
Although aircraft fueling patterns may be affected by a variety of market conditions, the significant decline in sales volumes reported to the airport in recent years should be examined further. To ensure consistency and uniform contributions among airport users, the City should consider modifying its airport fuel flowage fee policy to assess all aviation fuel deliveries to the airport, rather than retail sales. This would ensure that both private tenant and commercial fueling activities are contributing to the airport’s revenues. Aviation fuel distributors provide a record of deliveries to airports if required, as condition for conducting commercial activities on the premises.
10 Pendleton Aviation (FBO) reported fuel sales from 2005-2011
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Airport Traffic Control Tower (ATCT) Operations Counts
Eastern Oregon Regional Airport has an airport traffic control tower operating from 6 am to 8 pm daily. Although the tower operates 14 hour per day, tower management estimates that their aircraft operations counts reflect approximately 95 percent of total traffic at the airport. Based on this assumption, the 2014 aircraft operations count (12,381) from the airport traffic control tower reflects total airport operations of approximately 13,033 for 2014. It is recommended that the adjusted 2014 aircraft operations level be used as the baseline for the updated aircraft operations forecast.
The commercial activity generated at the Airport includes scheduled passenger and cargo service. Based on current flight schedules, a portion of this activity involves arrivals/departures before 6 am or after 8 pm. The OANG estimates approximately 12.5 percent of its helicopter activity involves night training when the tower is closed indicting that this segment of activity is not fully captured in tower counts and should be adjusted in baseline activity estimates. UAS activity is currently restricted to daylight hours and is reflected in tower operations counts by category of user (e.g., military, general aviation, etc.).
A review of historical tower data for Eastern Oregon Regional Airport (1990 through 2014) reflects an overall decline in operations that has involved several incremental downward steps. Aircraft operations levels in 2014 were 63 percent lower than 1990. Between 1990 and 2004, airport operations consistently topped 30,000, and once exceeded 40,000 (1998). This was followed by four consecutive years (2005-2008) with at least 20,000 operations and six consecutive years (2009-2014) where annual operations fluctuated between 10,000 and 20,000.
Table 3-8 summarizes historical airport traffic control tower aircraft operations counts for the Airport. Figure 3-3 depicts the historical aircraft operations data.
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TABLE 3-8: AIR TRAFFIC ACTIVITY SYSTEM (ATADS) TOWER OPERATIONS
TOTAL AIR TAXI AND GENERAL YEAR AIR CARRIER MILITARY AIRCRAFT COMMUTER AVIATION OPERATIONS
1990 22 6,708 22,809 4,024 33,563 1995 4 8,181 27,274 3,605 39,064 2000 8 7,247 26,225 1,636 35,116 2001 4 7,456 22,537 3,483 33,480 2002 4 7,621 23,473 3,525 34,623 2003 12 6,969 23,669 3,214 33,864 2004 10 7,191 20,104 2,696 30,001 2005 0 6,594 16,765 1,212 24,571 2006 36 6,081 14,652 2,094 22,863 2007 18 5,447 13,356 2,933 21,754 2008 86 4,429 13,610 3,220 21,345 2009 16 4,343 11,690 3,441 19,490 2010 34 3,792 8,159 1,582 13,567 2011 10 4,291 8,069 663 13,033 2012 16 4,651 6,481 1,795 12,943 2013 53 4,407 7,589 3,338 15,387 2014 6 3,940 5,633 2,802 12,381 Source: OPSnet – Air Traffic Activity System (ATADS) Tower Operations 1990-2014 Glossary: Air Carrier is an aircraft with seating capacity of more than 60 seats or a maximum payload capacity of more than 18,000 pounds carrying passengers or cargo for hire or compensation. Air Taxi is an aircraft designed to have a maximum seating capacity of 60 seats or less or a maximum payload capacity of 18,000 pounds or less carrying passengers or cargo for hire or compensation. The FAA TAF combines Air Taxi and Commuter activity in a single category.
Although commercial activity has declined in real numbers from recent peaks, the segment currently represents a larger percentage (32 percent) of total airport operations than it did in 1990 (20 percent). General aviation represents the largest single decline in airport activity over the last 25 years. In 1990, general aviation accounted for 68 percent of operations. In 2014, general aviation accounted for 46 percent of total airport operations. There appears to be no clear, single cause for the recent decline and in fact it may reflect a combination of macroeconomic conditions, competition from other nearby airports, and a variety of airport-specific factors.
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FIGURE 3-3: EASTERN OREGON REGIONAL AIRPORT – ANNUAL AIRCRAFT OPERATIONS (ATCT)
Terminal Area Forecast (TAF) Data
As noted by the Federal Aviation Administration (FAA): “The Terminal Area Forecast (TAF) is the official FAA forecast of aviation activity for U.S. airports. It contains active airports in the National Plan of Integrated Airport Systems (NPIAS) including FAA towered airports, Federal contract towered airports, nonfederal towered airports, and non-towered airports. Forecasts are prepared for major users of the National Airspace System including air carrier, air taxi/commuter, general aviation, and military. The forecasts are prepared to meet the budget and planning needs of FAA and provide information for use by state and local authorities, the aviation industry, and the public.”
When reviewing FAA TAF data, it is important to note that when there is no change from year to year it often indicates a lack of data, rather than no change in activity. Similarly, a large change in data in a single year may follow updated reporting that captures changes that occurred over several years. At Eastern Oregon Regional Airport, the availability of airport traffic control tower activity counts provides a more reliable basis for estimating air traffic than at non-towered airports. However, based aircraft data is periodically updated based on airport management reports and updates of airport master plans with FAA approved forecasts.
A review of historical TAF operations data for the Airport (1990 through 2013) is relatively consistent with airport traffic control tower counts described earlier in the chapter. However, the TAF based aircraft totals reflect more significant changes over time. Between 1990 and 2007 based aircraft totals reflect several adjustments within a gradual increase (data range of 62 to 108). A significant downward adjustment in
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data is listed in 2008, with 39 based aircraft, a reduction of 69 aircraft from the previous year. The basis for this adjustment is unknown, although it appears some reduction in based aircraft at the airport occurred– perhaps over time–that was not accurately reflected in the annual data immediately preceding the adjustment. The TAF currently lists 46 based aircraft, which is well below the recent airport management count of 71 aircraft documented in the 2002 master plan. The forecast data within the TAF maintains 46 based aircraft at the airport through 2040. TAF data on passenger enplanements are relatively consistent with changes in commercial air service noted elsewhere in this chapter.
Table 3-9 summarizes historical TAF based aircraft, aircraft operations, and passenger enplanement data for the Airport, as currently published by the FAA.
TABLE 3-9: FAA TAF DATA – EASTERN OREGON REGIONAL AIRPORT
AIRCRAFT PASSENGER YEAR BASED AIRCRAFT OPERATIONS ENPLANMENTS 1990 27,522 76 8,759 2000 36,957 97 13,990 2001 34,090 101 14,408 2002 34,759 106 10,427 2003 34,435 107 9,169 2004 29,899 106 8,037 2005 26,091 108 6,851 2006 23,291 108 7,494 2007 22,088 103 7,194 2008 21,837 39 8,073 2009 19,624 39 3,947 2010 13,128 46 4,900 2011 12,221 46 4,955 2012 12,286 46 4,986 2013 17,268 46 4,284 2014 12,541 50 4,268 2015* 11,848 71 4,232 * 2015 TAF data is estimated.
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Commercial Air Service As noted previously, Eastern Oregon Regional Airport is currently served by SeaPort Airlines, operating a nine seat Cessna Caravan 208 with 22 nonstop roundtrips per week to Portland International Airport (PDX). SeaPort Airlines is on a four-year Essential Air Service (EAS) contract that began January 1, 2013. Since air transportation and the airline industry are always changing, a Passenger Demand Analysis (included in Appendix B) was conducted to provide the necessary data needed to compile objective air service forecasts. The analysis included a thorough review of the current airline industry, current service provided at Pendleton, and the airline market for Pendleton’s service area. This information was used to create four likely scenarios for the City of Pendleton to consider for its future service needs. The four scenarios included:
1. Maintain existing EAS service with SeaPort Airlines 9-seat aircraft; 2. Maintain EAS service with a larger aircraft; 3. Maintain existing EAS service with a 9-seat aircraft while adding new leisure market service on a once-weekly basis; or 4. A. Continuing service with a 9-seat aircraft operating without an EAS subsidy; B. Loss of scheduled service. The City of Pendleton has selected a forecast that assumes a change in service to include larger aircraft based on a review of the air service forecast scenarios. The Passenger Demand Analysis used PenAir, a regional carrier operating 30-seat Saab SF-340 aircraft, as a model airline with service operating under EAS subsidies for similar size communities in Oregon such as Klamath Falls.
The selected forecast assumes a 1.64 percent average annual growth rate for passenger demand. Forecast passenger enplanements range from 4,174 in 2014 to 5,900 in 2035. The forecast assumes changes in service frequency to accommodate targeted load factors. Service frequency would average 8 or 9 departures per week, with 1.2 to 1.3 departures per day. Annual operations are projected to decline from current levels by 2020, due to the change in service levels (aircraft size and reduced frequency), then decline slightly further in subsequent forecast years as the carrier manages its passenger load factors. The forecast level of service in 2035 is equivalent to a 47 percent load factor. With an EAS subsidy, it is expected that a load factor above 30 percent would make the route viable. Without an EAS subsidy, the carrier would require closer to a 70 percent load factor.
Table 3-10 summarizes forecast commercial air service activity at Eastern Oregon Regional Airport. It should be noted the air taxi/commuter operations category includes both passenger and cargo operations using aircraft with 60 seats or less, and a maximum payload capacity of 18,000 pounds. The table shows passenger air taxi/commuter operations separate from cargo “other” air taxi/commuter operations.
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TABLE 3-10: EASTERN OREGON REGIONAL AIRPORT – COMMERCIAL AIR SERVICE FORECAST
HISTORIC FORECAST DESCRIPTION 2014 2020 2025 2030 2035 Operations Air Carrier 6 0 0 0 0 Passenger Air Taxi/Commuter 2,214 930 930 890 840 Other Air Taxi 1,599 1,990 2,090 2,180 2,290 Total 3,819 2,920 3,020 3,070 3,130 Passenger Enplanements Air Carrier 0 0 0 0 0 Air Taxi/Commuter 4,174 4,600 5,000 5,400 5,900 Total 4,174 4,600 5,000 5,400 5,900
Annual Departures 1,107 465 465 445 420 Seats per Departure 9 30 30 30 30 Total Available Seats 9,963 13,950 13,950 13,350 12,600 Annual Enplanements 4,174 4,600 5,000 5,400 5,900 Boarding Load Factor .42 .33 .36 .40 .47
Other Air Taxi Operations
Air taxi activity includes operations regulated by the FAA under FAR Part 135, including scheduled passenger service with small aircraft (discussed in the previous section), on-demand passenger service (charter and fractional), small parcel transport (cargo), and air ambulance activity. Air taxi activity at Eastern Oregon Regional Airport currently includes all of these categories.
The FAA Terminal Area Forecast (TAF) classifies air taxis as “air taxi & commuter,” although the airport traffic control tower records commercial activity as either “air carrier” or “air taxi.” Historical and forecast “Other” air taxi operations at Eastern Oregon Regional Airport are listed in Table 3-10.
Air Cargo
Empire Airlines, a contract operator for FedEx, provides scheduled air cargo (express) service between Spokane, Pendleton, and La Grande using a Cessna Caravan 208 aircraft. The aircraft schedule has two morning and afternoon arrivals/departures at Eastern Oregon Regional Airport on a 5-day per week schedule. Ameriflight, a contract operator for UPS, previously operated on a 5-day per week schedule using a Beechcraft 1900 aircraft. Ameriflight recently relocated its service to Hermiston Airport and currently uses Pendleton when conditions require.
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The Boeing Commercial Airplane World Air Cargo Forecast 2014-2015 indicates package express activity in North America flattened in recent years, averaging 5.4 million daily deliveries in 2011 and 2012. Activity in 2013 increased to 5.5 million daily deliveries (+10%), which appears to be consistent with the overall improvement in economic conditions. Boeing projects that North America express activity (revenue tonne- kilometers) will average 2.2 percent annual growth through 2025, then 2.1 percent annually through 2035. This growth rate appears to be reasonable to apply to enplaned and deplaned air cargo at Eastern Oregon Regional Airport through the twenty-year planning period.
A review of current cargo volume and aircraft fleet mix suggests the current schedule can accommodate a significant increase in cargo weight without requiring additional flights or larger aircraft. Based on the Empire flight schedule and potential for occasional Ameriflight activity, it is reasonable to maintain a static air cargo operations level based on 20 operations per week (1,040 annual operations) through the twenty years planning period.
Table 3-11 summarizes forecast cargo activity at Eastern Oregon Regional Airport.
TABLE 3-11: EASTERN OREGON REGIONAL AIRPORT – CARGO FORECAST
HISTORICAL FORECAST DESCRIPTION 2014 2020 2025 2030 2035
Cargo Operations 1,024 1,040 1,040 1,040 1,040 Total Enplaned Cargo (Tons) 129 150 165 180 200 Total Deplaned Cargo (Tons) 183 210 235 260 290
General Aviation Activity
Based Aircraft
A review of current based aircraft was performed in order to provide the most accurate data for estimating current activity and developing updated activity forecasts. Airport staff provided a current based aircraft list, identifying 67 total based aircraft in February of 2015. This number was subsequently increased to 71 based on the Oregon Army National Guard (OANG) reporting of four unmanned aerial vehicles in addition to six CH47-Chinook helicopters.
The based aircraft fleet mix is primarily single engine piston airplanes with a small number of multi-engine piston airplanes, ultralights, and helicopters. The current based aircraft count is summarized in Table 3-12.
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TABLE 3-12: EASTERN OREGON REGIONAL AIRPORT BASED AIRCRAFT
AIRCRAFT TYPE TOTAL
Based Aircraft – Updated 2015 Count Single-Engine Piston 39 Multi-Engine Piston 2 Turboprop 1 Turbojet 0 Rotorcraft (Civilian) 14 Ultralight 5 Military (Rotorcraft) 6 Military (UAS/UAV) 4 Total Based Aircraft 71
Aircraft Operations
As noted earlier, the airport traffic control tower recorded a total of 12,381 aircraft operations in 2014. Based on the tower’s 14-hour per day (6am to 8pm) operating schedule, tower management estimates their aircraft operations count reflects approximately 95 percent of airport traffic.
The Pendleton airport traffic control tower recorded 5,633 general aviation operations in 2014. Based on the 95 percent assumption noted above, approximately 297 additional general aviation operations would occur when the tower is closed, increasing total general aviation operations to 5,930. OANG reports that approximately 12.5 percent (360 operations) of their current helicopter activity involves night training when the tower is closed. A review of Seaport Airlines current (March 2015) flight schedule indicates that 11 of 44 (25%) weekly arrivals/departures at Eastern Oregon Regional Airport occur when the tower is closed, totaling 572 operations if extended over 12 months. These activity segments generate approximately 1,229 operations (+9.9%), over and above the 12,381 operations recorded in 2014.
The adjusted estimate of aircraft operations summarized below is recommended for use as the base year for updated aircraft operations forecasts:
Eastern Oregon Regional Airport Activity Summary – 2014
• Airport Traffic Control Tower Operations (6am to 8pm): 12,381 • Aircraft Operations Outside Tower Hours of Operation (8pm to 6 am): 1,229 • Total Operations: ` 13,610
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Aviation Activity Forecasts (Existing Forecasts) Three existing aviation forecasts for Eastern Oregon Regional Airport are available to compare with current activity, recent historical trends, and the updated forecasts prepared for the master plan:
• 2002 Airport Master Plan Report • 2007 Oregon Aviation Plan • FAA Terminal Area Forecasts (TAF) (2014 update) The existing forecasts have been reviewed but not modified to reflect recent events. Minor adjustments (interpolation, extrapolation) have been made to present each projection with common forecast year intervals. Although some projections may be obsolete relative to current activity (in actual numbers), the existing forecasts provide a useful gauge of future growth rates that are generally consistent with national and statewide expectations for defining general aviation activity.
Existing based aircraft and operations forecasts are summarized below and in Tables 3-13 and 3-14. Updated forecasts have been developed and are presented later in the chapter.
Based Aircraft Forecasts
2002 Airport Master Plan The 2002 Airport Master Plan Report11 forecasts project an increase from 97 to 117 (+20) based aircraft between 1999 and 2020, which reflects an average annual growth rate of 0.89 percent. The forecast has reached its mid-point and provides an opportunity to assess the accuracy of the growth assumptions. The based aircraft forecast for 2015 (interpolated) is 110, which is 39 aircraft above the current count of 71 based aircraft. The airport’s current based aircraft total of 71, is 46 lower than the forecast for 2020—five years from now.
The previous master plan forecast did not anticipate the sharp reduction in based aircraft noted earlier in the FAA’s TAF data. However, it is unknown whether the reduction is a true reflection of a significant loss of aircraft or simply an adjustment of based aircraft counts, which may have been estimated. Either scenario renders the forecast obsolete, although the underlying growth rate is well within the normal range accepted by FAA for most general aviation airports.
FAA Terminal Area Forecast (TAF) The FAA TAF (January 2015 update) provides a static projection of 46 based aircraft at Eastern Oregon Regional Airport from 2014 through 2040, which represents average annual growth of 0 percent. The 2015
11 David Evans and Associates, Mead & Hunt Inc., and Pavement Services Inc. (October 2002)
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airport management count of based aircraft (71 aircraft) indicates that current levels are 54 percent above the TAF. Recently updated airport-specific information indicates that current TAF based aircraft forecasts do not provide a reliable projection of future demand.
TABLE 3-13: EXISTING BASED AIRCRAFT FORECASTS – EASTERN OREGON REGIONAL AIRPORT
EXISTING FORECASTS 2000 2005 2010 2015 2020 2025 2030 2035
2002 Airport Master Plan Update 971 103 108 1102 117 - - - (.88% AAR 1999-2020) 2007 Oregon Aviation Plan - 108 114 118 1262 134 - - (1.08% AAR 2005-2025) FAA Terminal Area Forecast 97 108 39 46 46 46 46 46 (Jan. 2015) (0% AAR 2014-2040) 1. 1999 forecast base year 2. Interpolated between forecast years
On a regional level, the 2013-2040 Terminal Area Forecast projects the number of based aircraft (general aviation) in the Northwest-Mountain Region to increase at an annual average rate of 0.96 percent through 2040.
2007 Oregon Aviation Plan (OAP) The 2007 Oregon Aviation Plan contains based aircraft forecasts for Oregon’s public use airports for the 2005-2025 timeframe. For Eastern Oregon Regional Airport, the OAP projects-based aircraft to increase from 108 to 134 (+26) between 2005 and 2025, which represents average annual growth of 1.08 percent. The current based aircraft total of 71 aircraft is well below the 2015 OAP forecast of 118 aircraft (-51 aircraft) and is tracking well below the projected levels for 2025. As with the master plan forecast described above, the OAP does not provide an accurate projection of future demand.
Aircraft Operations Forecasts
2002 Airport Master Plan The 2002 Airport Master Plan Report projected annual aircraft operations increasing from 34,537 to 56,309 between 1999 and 2020, which reflects an average annual growth rate of 2.36 percent. The control tower operations count for 2014 (12,381) is less than 25 percent of the master plan operations forecast for 2015, which effectively renders the master plan forecast obsolete.
FAA Terminal Area Forecast (TAF) The FAA TAF (January 2015 update) projects aircraft operations at Eastern Oregon Regional Airport increasing from 12,541 to 13,039 between 2014 and 2040, which represents average annual growth of 0.15 percent over the 26-year period. Despite the significant discrepancy in the TAF based aircraft data, the aircraft operations forecast appears to be reasonable and provides a valid comparison with other forecasts.
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On a regional level, the 2013-2040 Terminal Area Forecast projects itinerant operations (commercial, GA, military) in the Northwest-Mountain Region increasing at an annual average rate of 1.1 percent through 2040.
2007 Oregon Aviation Plan (OAP) The 2007 Oregon Aviation Plan forecast projects annual aircraft operations at Eastern Oregon Regional Airport increasing from 26,091 to 29,836 between 2005 and 2025, which represents average annual growth of 0.67 percent. The control tower operations count for 2014 (12,381) is less than 50 percent of the OAP operations forecast for 2015, which effectively renders the forecast invalid.
TABLE 3-14: EXISTING OPERATIONS FORECASTS – EASTERN OREGON REGIONAL AIRPORT)
EXISTING FORECASTS 2000 2005 2010 2015 2020 2025 2030 2035
2002 Airport Master Plan Update 34,5371 47,653 50,614 53,3862 56,309 - - - (2.36% AAR 1999-2020) 2007 Oregon Aviation Plan - 26,091 24,777 26,691 28,4432 29,836 - - (0.67% AAR 2005-2025) FAA Terminal Area Forecast (Jan. 2015) 36,957 26,091 13,128 12,350 12,485 12,620 12,759 13,039 (0.15% AAR 2014-2040) 1. 1999 forecast base year 2. Interpolated between forecast years
Updated General Aviation Forecasts
Based Aircraft
Updated general aviation-based aircraft forecasts at Eastern Oregon Regional Airport have been prepared based on a review of recent socioeconomic data, existing aviation activity forecasts, and current conditions. The significant decline (-27 percent) in based aircraft at the airport since the last master plan was prepared in 2002 is reflected in FAA data and current airport management counts. The Oregon Army National Guard (OANG) currently has 10 aircraft based at their facility, including six helicopters and four unmanned aerial vehicles (UAV). OANG indicates there are no current plans to increase their aircraft fleet. For planning purposes, a static projection of 10 military aircraft will be added to the recommended general aviation- based aircraft forecast through the planning period.
The accuracy of historical based aircraft counts cannot be verified and therefore should be viewed with some degree of skepticism. Many airports have difficulty in maintaining consistent, accurate counts of based aircraft due to a variety of factors. Reporting has improved in recent years through the development of the FAA’s www.basedaircraft.com webpage, although outdated entries are relatively common.
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Assuming the based aircraft data are relatively accurate, the trend may reflect a combination of factors such as general economic conditions, competition from other airports, availability of hangar space, fixed base operator (FBO) services, and fuel or storage leasing costs. The general sense of local airport officials is the recent decline in activity has bottomed out and activity will begin to increase as services are improved, business expands, and new tenants use the airport. Based on this assumption, the current general aviation- based aircraft count of 61 represents the baseline to project future activity in a range of modest-to-moderate growth scenarios.
Several projections were developed based on common market share techniques and population-based demand. Given the wide range of growth rates of the projections, a mid-range (mean) projection is the recommended based aircraft forecast. The updated general aviation-based aircraft forecasts are presented in Table 3-15.
Eastern Oregon Regional Airport: Umatilla County Population The ratio of general aviation-based aircraft to county population has fluctuated in recent years from approximately 0.78 to 1.4 aircraft per 1,000 residents. Based on the 2014 Umatilla County population (78,340) and the January 2015 count of 61 general aviation-based aircraft, the current based aircraft to county population ratio is 0.78.
The Oregon Office of Economic Analysis (OEA) 2010-2050 population forecast for Umatilla County (see Table 3-6) served as the basis for this projection. Projections were developed based on either constant or decreasing based aircraft to population ratios.
Constant Population to Based Aircraft Ratio – This projection maintains the current 0.78 based aircraft per 1,000 Umatilla County resident ratio through 2035. This projection assumes based aircraft at Eastern Oregon Regional Airport will grow at the same rate as county population. General aviation-based aircraft increase from 61 to 77 based aircraft by 2035, which represents an average annual increase of 1.17 percent.
Declining Population to Based Aircraft Ratio – This projection gradually reduces the based aircraft per 1,000 Umatilla County residents from 0.78 to 0.70 through 2035. This projection assumes based aircraft at the Airport will grow at a slower rate than county population. This methodology results in general aviation- based aircraft increasing from 61 to 69 by 2035, which represents an average annual increase of 0.62 percent.
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U.S. Active General Aviation Fleet Market Share In 2014, Eastern Oregon Regional Airport accounted for approximately 0.031 percent of the U.S. active general aviation fleet, down from 0.047 percent in 1999. The FAA Aerospace Forecast 2015-2035 projects the active general aviation fleet will grow at an average annual rate of 0.4 percent between 2014 and 2035, increasing from 198,860 aircraft in 2014 to 214,260 in 2035. The modest net increase of 15,400 aircraft over 21 years reflects considerable fleet attrition as increasing numbers of small aircraft produced 30 to 50 years ago are removed from service. Projections were developed for Eastern Oregon Regional Airport based on maintaining constant, increasing or decreasing market share.
Maintain Share of U.S. Active General Aviation Fleet- This forecast maintains Eastern Oregon Regional Airport’s current share of the U.S. active GA fleet at 0.031 percent. This projection assumes the Airport’s growth in based aircraft will mirror the very modest forecast growth for the U.S. fleet over the next twenty years. Based on the low rate of growth projected nationally, it appears reasonable to assume the Airport has the ability to keep pace with the U.S. as the local market evolves and the community grows. General aviation based aircraft increase from 61 to 66 at Eastern Oregon Regional Airport by 2035, which represents an average annual increase of 0.39 percent.
Increasing Share of U.S. Active General Aviation Fleet- This forecast gradually increases Eastern Oregon Regional Airport’s current share of the U.S. active GA fleet from 0.031 to 0.040 percent. This projection assumes the Airport’s growth in based aircraft will slightly outpace the very modest forecast growth for the U.S. fleet over the next twenty years. This scenario assumes a reversal of recent declines coupled with expanded airport business activities and continued growth in local and regional population and employment. General aviation based aircraft increase from 61 to 86 by 2035, which represents an average annual increase of 1.65 percent.
Decreasing Share of U.S. Active General Aviation Fleet- This forecast gradually reduces the Airport’s current share of the U.S. active GA fleet from 0.031 to 0.027 percent, continuing the declining trend experienced over the last fifteen years. The projection results in a small decrease from 61 to 58 general aviation based aircraft at the Airport by 2035, which represents an average annual decline of 0.25 percent. The lower growth projection reflects a combination of factors, including competition from other airports within the local airport service area and a lowered ability to generate demand for facilities and services.
Oregon Aviation Plan Market Share The 2007 Oregon Aviation Plan provides forecasts of Oregon’s general aviation based aircraft fleet for the 2005-2025 time period. Oregon’s GA fleet was projected to increase from 4,875 aircraft in 2005 to 6,225 aircraft in 2025, which represents an average annual increase of 1.23 percent. The OAP forecast was extrapolated to 2035 to coincide with the current master plan horizon. It should be noted the OAP forecast
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was prepared prior to the onset of the recent economic recession and requires updating. However, the annual growth rates contained in the forecast are comparable to other accepted forecasts and the projection provides a valid upper range growth scenario.
Eastern Oregon Regional Airport accounted for approximately 2.2 percent of Oregon’s general aviation- based aircraft fleet in 2005. Based on the OAP forecast for 2015, the airport’s current market share is approximately 1.1 percent. Projections were developed for Eastern Oregon Regional Airport based on maintaining and increasing market share within the state.
Maintain Share of Oregon General Aviation Aircraft Fleet- This forecast maintains the Airport’s current 1.1 percent share of the Oregon’s GA fleet through the twenty-year planning period. This projection assumes the Airport’s growth in based aircraft will keep pace with projected statewide forecast growth during the period. General aviation-based aircraft increase from 61 to 77 at Eastern Oregon Regional Airport by 2035, representing an average annual increase of 1.23 percent.
Increasing Share of Oregon General Aviation Fleet- This forecast gradually increases the Airport’s current share of the Oregon’s general aviation aircraft fleet from 1.1 to 1.5 percent. This projection assumes the Airport’s growth in based aircraft will outpace projected statewide forecast growth during the period. General aviation-based aircraft increase from 61 to 103 at Eastern Oregon Regional Airport by 2035, which represents an average annual increase of 1.5 percent.
Decreasing Share of Oregon General Aviation Fleet- This forecast gradually reduces the Airport’s current share of Oregon’s GA fleet from 1.1 to 0.75 percent, continuing the declining trend experienced over the last fifteen years. This projection results in a decrease from 61 to 53 general aviation-based aircraft by 2035, which represents an average annual decline of 0.7 percent. The lower growth projection reflects a combination of factors, including competition from other airports within the local airport service area and an inability to generate demand for facilities and services.
General Aviation Based Aircraft Forecast Summary The forecasts described in this section provide a wide array of growth scenarios—ranging from modest decline to moderate growth. Although the decline in general aviation-based aircraft at Eastern Oregon Regional Airport appears to be relatively consistent with the declining levels of general aviation aircraft operations, there is no evidence to indicate that the downward trend will continue in light of otherwise positive economic indicators. For this reason, a mid-range projection was developed that represents the mean of the updated based aircraft forecasts. The “composite” forecast results in an increase from 61 to 74 general aviation-based aircraft by 2035, which represents an average annual increase of 0.97 percent.
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A Mid-Range “Composite” Based Aircraft projection is recommended as the preferred forecast for use in the airport master plan. This projection assumes the Airport will be able to arrest recent declines in aircraft and sustain modest growth consistent with growth anticipated in the local and regional economy. The projection assumes the ongoing efforts of the City of Pendleton to effectively and proactively manage all aspects of airport facilities and business operations will provide a desirable environment that will contribute to attracting and retaining based aircraft and airport businesses catering to general aviation.
Table 3-15 summarizes the based aircraft forecasts. Figure 3-4 presents a graphic depiction of the based aircraft forecasts.
TABLE 3-15: GA AIRCRAFT FORECASTS – EASTERN OREGON REGIONAL AIRPORT
2014/15 2020 2025 2030 2035 (ACTUAL) Market Share of U.S. Active GA Aircraft Decreasing Market Share (-0.25 %AAR) 61 60 59 58 58 Constant Market Share (0.38% AAR) 61 62 63 64 66 Increasing Market Share (1.65% AAR) 61 66 71 78 86 Aircraft Per 1,000 Residents (Umatilla County) Declining Ratio (-0.25 %AAR) 61 63 65 67 69 Constant Ratio (0.38% AAR) 61 65 69 73 77 Market Share of Oregon GA Aircraft Decreasing Market Share (-0.70 %AAR) 61 59 56 53 53 Constant Market Share (1.17% AAR) 61 65 68 73 77 Increasing Market Share (2.65% AAR) 61 71 81 93 103 Composite Projection Mid-Range (Mean) (Recommended) 61 64 66 70 74 (0.97% AAR)
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FIGURE 3-4: GA BASED AIRCRAFT FORECASTS – EASTERN OREGON REGIONAL AIRPORT
Based Aircraft Fleet Mix
The airport’s current mix of based aircraft is primarily made up of single engine aircraft, but includes a diverse mix of aircraft types, including helicopters and unmanned aerial vehicles (UAV). The based aircraft fleet mix during the planning period is expected to remain predominantly single-engine piston aircraft and helicopters, with a growing number of multi-engine piston aircraft, turbine aircraft, and light sport aircraft. It is anticipated that the majority of the non-military unmanned aerial systems/vehicles (UAS/UAV) will be associated with testing and training operations at the UAS test range and will not be permanently based at the airport.
Table 3-16 summarizes the projected based aircraft fleet mix for the planning period. The table separates civilian and military aircraft to illustrate the individual segments. Figures 3-5A and 3-5B depict the current (2015) and long term (2035) distribution of based aircraft by type.
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TABLE 3-16: EASTERN OREGON REGIONAL AIRPORT FORECAST BASED AIRCRAFT FLEET MIX
ACTIVITY 2015 2020 2025 2030 2035
Civilian Aircraft Single Engine Piston 39 40 40 41 42 Multi-Engine Piston 2 2 2 2 3 Turboprop 1 1 1 2 3 Business Jet 0 0 1 1 1 Ultralight/LSA 5 6 6 7 8 Helicopter 14 15 15 16 16 UAS/UAV 0 0 1 1 1 Subtotal – Civilian Aircraft 61 64 66 70 74
Military Aircraft Helicopter 6 6 6 6 6 UAS/UAV 4 4 4 4 4 Subtotal – Military Aircraft 10 10 10 10 10
Total Based Aircraft 71 74 76 80 84
FIGURE 3-5A: EASTERN OREGON REGIONAL AIRPORT – BASED A/C FLEET MIX (JAN 2015)
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FIGURE 3-5B: EASTERN OREGON REGIONAL AIRPORT – FORECAST BASED A/C FLEET MIX (2035)
Aircraft Operations
Updated general aviation (GA) aircraft operations projections have been developed for comparison with existing forecasts in order to identify a selected forecast for the master plan. The updated operations forecasts use the previously described 2014 airport traffic control tower counts that were adjusted to capture activity that occurs when the control tower is closed.
The GA operations forecasts were developed by applying ratios of operations to based aircraft to reflect activity generated by locally-based and transient aircraft. A second GA operations forecast was developed using the average annual growth rate experienced at Oregon’s ten towered airports between 2010 and 2014.
Table 3-17 summarizes the general aviation aircraft operations forecasts. Operations Per Based Aircraft (OPBA) Projections The 2014 adjusted GA operations total for Eastern Oregon Regional Airport was 5,930, with a total of 61 GA based aircraft (97 operations per based aircraft). This level of activity is relatively low, as the common range of activity at many general aviation airports ranges from 200 to 450 operations per based aircraft.
The 2002 master plan assumed a ratio of 350 operations per based aircraft in its general aviation operations forecast. This assumption was based on historical FAA TAF data (1990-1999) that averaged 334 operations per based aircraft. Many airports experienced significant declines in aircraft utilization during the recent economic recession. As economic conditions have improved, aircraft utilization has begun to slowly
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recover at most airports. This trend suggests the potential exists for the aircraft operations ratios at Eastern Oregon Regional Airport to improve over time. A continued decline in activity ratios below current levels deviates significantly from industry norms and does not appear to be sustainable based on facility capabilities and local market factors.
OPBA Forecast (Constant Ratio) This projection maintains the 97 operations-per-based aircraft ratios through the twenty-year planning period reflected in the adjusted 2014 ATCT counts. The projection assumes aircraft utilization will remain at current levels as the airport maintains its competitive position in the service area. Future growth in aircraft operations is driven primarily by a net increase in based aircraft and retention of the current user base. The forecast is compatible with current airfield capabilities and the aircraft operational fleet mix would not change significantly. The projection results in general aviation aircraft operations increasing at average annual growth rate of 0.90 percent between 2014 and 2035.
OPBA Forecast (Increasing Ratio 1) This projection assumes a gradual increase from 97 to 140 operations per based aircraft through the planning period. The projection assumes aircraft utilization will gradually increase above current levels as the airport captures a larger share of transient aviation activity within the service area and locally based aircraft increase flight activity. The increase in aircraft utilization reflects the underlying strength of the local economy, the ability to attract increased transient aircraft, and the market potential for fixed base operator (FBO) services. The projection results in general aviation aircraft operations increasing at average annual growth rate of 2.67 percent between 2014 and 2035.
OPBA Forecast (Increasing Ratio 2) This projection assumes a slightly steeper increase from 97 to 200 operations per based aircraft through the planning period. The projection assumes the airport is able to capitalize on regional market opportunities noted in the previous projection and effectively compete with other airports in its service area. The projection results in general aviation aircraft operations increasing at average annual growth rate of 2.67 percent between 2014 and 2035.
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Oregon Towered Airports – Composite Growth Rate (GA Operations) 2010 -2014 A review of recent general aviation activity at Oregon’s ten towered airports12 was conducted to gauge the region’s performance as the recent economic recession ended and overall economic conditions improved. The group of towered airports recorded 533,089 general aviation operations in 2014, up 6.5 percent above 2010 levels. The four-year growth results in an average annual growth rate of 1.59 percent. A projection was developed for Eastern Oregon Regional Airport by applying the 1.59 percent growth rate to the 2014 base year operations through the planning period.
GA Operations Summary The OPBA – Increasing Ratio 1 projection is recommended as the preferred GA aircraft operations forecast. Similar to the recommended based aircraft forecast, this projection assumes the Airport will be able to arrest recent declines in activity and sustain modest growth consistent with growth anticipated in the local and regional economy.
Figure 3-6 depicts the general aviation aircraft forecasts.
TABLE 3-17: GA AIRCRAFT FORECASTS – EASTERN OREGON REGIONAL AIRPORT
2014/15 2020 2025 2030 2035 (ACTUAL) OPBA (Constant Ratio) (0.90% AAR) 5,930 6,186 6,446 6,770 7,151
OPBA (Increasing Ratio 1) (2.76% AAR) – 5,930 7,015 7,974 9,073 10,321 Recommended
OPBA (Increasing Ratio 2) (4.43% AAR) 5,930 7,652 9,968 12,562 14,744 Oregon Towered Airport (2010-2014) Composite Growth – GA Operations (1.59% AAR) 5,930 6,519 7,054 7,633 8,259 FAA TAF (-0.71% AAR) 5,732 5,586 5,646 5,710 5,775
12 EUG, HIO, LMT, MFR,OTH,PDT,PDX,RDM,SLE, and TTD; ATADS Report
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FIGURE 3-6: EASTERN OREGON REGIONAL AIRPORT GENERAL AVIATION OPERATIONS FORECAST
Instrument Flight Activity Flight activity data for aircraft operating under instrument flight rules in the national airspace system is tracked by FlightAware, a company that developed live flight tracking services for commercial and general aviation. Instrument flight plan data for 2014 was acquired to help gauge both instrument activity and to provide verification of business class aircraft operating (commonly operating under IFR flight plans) at Eastern Oregon Regional Airport. The data captures all civil aircraft filing instrument flight plans listing Eastern Oregon Regional Airport either as the originating airport or the destination airport. Military aircraft are not included in the FAA instrument flight plan data. Based on current traffic estimates, instrument operations currently account for about 26 percent of total tower operations in 2014. Table 3- 18 summarizes the 2014 instrument flight plan activity at Eastern Oregon Regional Airport.
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TABLE 3-18: INSTRUMENT OPERATIONS – EASTERN OREGON REGIONAL AIRPORT (2014)
ARC REPRESENTATIVE AIRCRAFT 20141
A-I Cessna 182/Beechcraft Baron 55/TBM700 171 B-I Beechcraft Baron 58/Beechcraft King Air 90/Cessna Citation Jet (CJ1) 224 A-II Cessna Caravan/Pilatus PC12 2,712 B-II Cessna Citation Bravo/Beechcraft King Air 200/Falcon 50 81 A-III Douglas DC-3 0 B-III ATR72/DH8A 66 C-I Hawker HS125, Learjet 31 0 C-II Bombardier Challenger 32 C-IV Lockheed C130 0 D-I Learjet 35 10 D-II Gulfstream IV, V 14 -- Blocked (assumed to be 70% B-I/B-II Jet and 30% C-I/D-I/D-II Jet) 14 -- Helicopter 3 Total Instrument Operations 3,327
Source: PDT FlightAware Data from 12/30/2013 to 1/1/2015
Local and Itinerant Operations Aircraft operations consist of aircraft takeoffs and landings, which are classified as local or itinerant. Local operations are conducted in the vicinity of an airport and include flights that begin and end at the airport. These include local area flight training, touch and go operations, flightseeing, glider operations, and other flights that do not involve a landing at another airport. Itinerant operations include flights between airports, including cross-country flights. Itinerant operations reflect specific travel between multiple points, often associated with business and personal travel.
The airport traffic control tower operations count for 2014 was 26 percent local and 74 percent itinerant. The FAA TAF provides a similar traffic distribution (29 percent local/71 percent itinerant) for current and forecast operations. The 2002 airport master plan assumed 33/67 percent local/itinerant split in its forecast. A 27 percent local and 73 percent itinerant split, which is an average of the ATCT and TAF data is applied to the updated operations forecast. Local and itinerant data for each forecast year are summarized in Table 3-19.
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TABLE 3-19: GENERAL AVIATION LOCAL/ITINERANT OPERATIONS
2014/15 GENERAL AVIATION OPERATIONS 2020 2025 2030 2035 (ACTUAL) Total Operations 5,930 7,015 7,974 9,073 10,321 Local Operations 1,541 1,894 2,153 2,450 2,787 Itinerant Operations 4,388 5,121 5,821 6,623 7,534
Military Operations Eastern Oregon Regional Airport’s military operations are primarily conducted by the Oregon Army National Guard (OANG), which currently operates a fleet of six Chinook CH-47 helicopters and four unmanned aerial vehicles (UAV). The airport also accommodates a small amount of transient helicopter and fixed wing aircraft activity. Historical military operations data at Eastern Oregon Regional Airport are listed in Table 3-20.
OANG officials indicate that their 2014 flight hour breakdown was 84 percent helicopter and 16 percent UAV. OANG indicates that 100 percent of their UAV activity occurs during the operating hours of the air traffic control tower (ATCT), since UAVs are not currently authorized to fly between sunset and sunrise. OANG estimates that 25 percent of their helicopter operations occur at night, and about half of those (12.5 percent) occur when the ATCT is closed. Based on this assessment, approximately 360 additional military helicopter operations occurred at Eastern Oregon Regional Airport in 2014 when the ATCT was closed. The combined total of tower and non-tower military operations at Eastern Oregon Regional Airport in 2014 is estimated to be 3,162. It is noted that aircraft operations recorded by ATCT are by category of user (air carrier, air taxi, general aviation, and military) and do not identify aircraft types (fixed wing, helicopter, UAV, etc.).
OANG indicates that there is no expectation of significant growth in military activity at Eastern Oregon Regional Airport. However, funding may be received to develop facilities to support their current unmanned aerial systems (UAS) program. OANG reports that UAS flight hours over the last two years averaged approximately 130 hours per year. Based on ATCT records, it is estimated that 280 military UAV operations occurred at the airport in 2014.
For forecasting purposes, it is assumed that current levels of military helicopter activity will be maintained through the planning period. Based on the relatively new and growing industry developing around unmanned aerial systems/vehicles (UAV/UAS), and the established use of this technology by the military, moderate growth (5% annual growth) in military UAS/UAV activity at Eastern Oregon Regional Airport is assumed through the planning period. Table 3-18 summarizes forecast military activity at Eastern Oregon Regional Airport.
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TABLE 3-20: EASTERN OREGON REGIONAL AIRPORT – MILITARY OPERATIONS FORECAST
ACTIVITY 2014 2020 2025 2030 2035
Helicopter 2,882 2,900 2,900 2,900 2,900 UAS/UAV 280 380 480 610 780 Total 3,162 3,280 3,380 3,510 3,680
UAS Operations Eastern Oregon Regional Airport’s unmanned aerial system (UAS) activity includes civilian and military components. As noted earlier, the Oregon Army National Guard (OANG) currently generates approximately 280 annual UAS operations at the airport. Civilian UAS at the airport is at its earliest development stage and has not yet generated significant flight activity. However, civilian UAS activity is directly driven by customer demand that is expected to fluctuate widely. The addition of one or two customers with a limited number of active flying days per year has the potential of generating several hundred UAS operations annually. Major shifts in activity could occur at any time, which makes estimating current “baseline” activity challenging. For forecasting purposes, current “baseline” civilian UAS activity at Eastern Oregon Regional Airport is estimated up to 500 annual operations.
The following assessment of UAS activity at Eastern Oregon Regional Airport was prepared by Peak 3, Inc., the UAS range manager for the City of Pendleton:
Predicted growth of Unmanned Aircraft Systems (UAS) flight operations and associated airport infrastructure at KPDT is uncertain at this time. The domestic Unmanned Aircraft industry is restricted by yet-to-be written and implemented FAA regulations governing the use of UAS in the National Airspace System (NAS).
The Pendleton UAS Range is part of the Pan-Pacific UAS Test Range Complex, one of six FAA designated Test Sites established as a result of the FAA Modernization and Reform Act of 2012. The intent of the Pendleton Test Range is to provide the FAA with testing data to assist them in the development of regulations for integration of Manned and Unmanned Aircraft into the NAS.
The UAS regulatory environment is changing rapidly and this state of uncertainty directly affects the commercial industry’s ability to conduct UAS operations for commercial applications. The selection of the six Test Sites in December 2013 established a foundational process to achieve FAA flight approval for selective UAS but these requirements have significantly evolved over the past year. As an example, since Jan 2014, the FAA also added additional avenues for commercial operations through the Section 333 exemption process, an additional requirement to obtain aircraft registration (N Numbers) which increases configuration control requirements, selective
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companies were allowed to commercially operate as “trusted partners” (CNN, Precision Hawk and BNSF Railroad), and a small UAS (sUAS) proposed rule (NPRM) to allow for flight operations using UAS less than 55 pounds and flying up to 400 feet. As such, the Test Site environment and market have evolved drastically and the landscape continues to change daily.
While dependent on the regulatory environment, we expect the growth rate of UAS at KPDT to have minimal impact on overall numbers over the next five years.
Despite the uncertainty associated with civilian UAS development, the airport master plan requires at a minimum, order-of-magnitude projections of UAS activity to support future facility planning. It is recognized that any future estimates of activity at this early stage of development are merely placeholders and that actual activity could deviate significantly within the planning period. It appears that the majority of UAS activity at Eastern Oregon Regional Airport will be associated with operator (pilot) training and systems research, development and flight testing. A unique characteristic of the UAS/UAV sector is the ability for the aircraft to operate for extended periods. The capabilities of the aircraft combined with the primary mission requirements result in a relatively low ratio of takeoffs and landings per flight hour, compared to conventional aircraft.
Two UAS/UAV forecast scenarios were developed that reflect the uncertainties noted above:
The Baseline UAS Projection assumes the current baseline of 500 annual civilian UAS operations will be maintained through the twenty-year planning period. The projection recognizes fluctuations may occur within the civilian UAS segment, but the projection provides a reasonable gauge of activity potential. The military UAS activity described earlier is well established and not subject to the same uncertainties as the civilian segment.
The Growth UAS Projection assumes the current baseline of 500 annual civilian UAS operations will be maintained to 2020 then activity will increase at an annual rate of 10 percent through 2035. The projection recognizes the significant potential of the civilian UAS market and the unique role of the Pendleton UAS Test Range and Eastern Oregon Regional Airport as a center for this activity. Total UAS activity at the airport includes the civilian noted here and the military UAS activity presented previously in Table 3-20.
Table 3-21 summarizes forecast UAS activity at Eastern Oregon Regional Airport.
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TABLE 3-21: EASTERN OREGON REGIONAL AIRPORT – UAS OPERATIONS FORECAST
ACTIVITY 2014 2020 2025 2030 2035
Baseline UAS Projection Civilian 500 500 500 500 500 Military 280 380 480 610 780 Total 780 880 980 1,110 1,280 Growth UAS Projection Civilian 500 500 800 1,300 2,100 Military 280 380 480 610 780
Total 780 880 1,280 1,910 2,880
Peaking Characteristics
Peak activity levels translate into facility requirements for runways, taxiways, apron space, and passenger terminal facilities. There are three primary times of peak activity, which include monthly, daily, and hourly activity.
• Peak Month – the calendar month in which peak operations or enplanements occur. • Design Day – the average day in the peak month, obtained by dividing the peak month activity by the number of days in that month. • Busy Day – the busy day in a typical week during the peak month. • Design Hour – the peak hour within the design day. • Busy Hour – the peak hour within the busy day. The peaking characteristics for commercial passenger service reflects the modest current and forecast activity consistent with limited flight frequency and relatively low passenger volumes. The forecasts anticipate an average of one commercial departure per day, with two departures assumed one day per week. In any given peak hour, commercial activity would typically include one arrival and one departure. The scheduled commercial passenger activity generates relatively constant monthly operations throughout the year, with the peak month estimated at 9 percent of annual activity. Based on a review of airport traffic control tower records, peak month activity generated by general aviation, air cargo and military operations averages 11 percent of annual activity, which typically occurs during the summer months.
Table 3-22 summarizes peaking activity at Eastern Oregon Regional Airport.
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TABLE 3-22: EASTERN OREGON REGIONAL AIRPORT – PEAKING ACTIVITY
ACTIVITY 2014 2020 2025 2030 2035
Aircraft Operations (All Activity Segments) Annual Operations 12,911 13,215 14,374 15,653 17,131 Peak Month (11%) 1,480 1,495 1,625 1,760 1,935 Busy Day 69 70 76 83 91 Busy Hour 14 14 15 17 18 Design Day 49 50 54 59 65 Design Hour 10 10 11 12 13 Commerical Passenger Activity Annual Operations 2,214 930 930 890 840 Peak Month (9%) 198 84 84 80 76 Design Day 7 3 3 3 3 Design Hour 2 2 2 2 2 Annual Enplanements 4,174 4,600 5,000 5,400 5,900 Peak Month (11%) 458 506 550 594 649 Design Day 15 17 18 20 22 TPHP * 30 34 36 40 44 Notes Peaking numbers are rounded Enplanements, passenger air taxi/commuter operations, and other air taxi/commuter operations data from Table 3-20 Commercial Air Service Forecast General aviation operations data from Table 3-17: GA Aircraft Forecasts Military operations data from Table 3-18: Military Operations Forecasts
Design Aircraft The selection of design standards for airfield facilities is based on the characteristics of the aircraft expected to use the airport on a regular basis. The design aircraft is defined as the most demanding aircraft type operating at the airport with a minimum of 500 annual itinerant operations, as described in the FAA Substantial Use Threshold:
“Substantial Use Threshold- Federally funded projects require that critical design airplanes have at least 500 or more annual itinerant operations at the airport (landings and takeoffs are considered as separate operations) for an individual airplane or a family grouping of airplanes. Under unusual circumstances, adjustments may be made to the 500 total annual itinerant operations threshold after considering the circumstances of a particular airport. Two examples are airports with demonstrated seasonal traffic variations, or airports situated in isolated or remote areas that have special needs.”
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The FAA groups aircraft into five categories (A through E) based on their approach speeds. Aircraft Approach Categories A and B include small propeller aircraft, many small or medium business jet aircraft, and some larger aircraft with approach speeds of less than 121 knots (nautical miles per hour). Categories C, D, and E consist of the remaining business jets and larger jet and propeller aircraft generally associated with commercial and military use. These larger aircraft typically have approach speeds of 121 knots or more. The FAA also establishes six airplane design groups (I-VI), based on the wingspan and tail height of the aircraft. The categories range from Airplane Design Group (ADG) I, for aircraft with wingspans of less than 49 feet, to ADG VI for the largest commercial and military aircraft.
The combination of airplane design group and aircraft approach speed for the design aircraft dictates the Airport Reference Code (ARC). The ARC is used to define applicable airfield design standards. Aircraft with a maximum gross takeoff weight greater than 12,500 pounds are classified as “large aircraft” by the FAA; aircraft of 12,500 pounds or less are classified as “small aircraft.” The FAA further defines airfield components through Runway Design Code (RDC) and Taxiway Design Group (TDG) designations. A list of typical general aviation and business aviation aircraft and their respective design categories is presented in Table 3-23. Figure 3-7 illustrates representative aircraft in various design groups.
The 2002 airport master plan identified the Canadair Regional Jet (CRJ), operated by Horizon Air, as the design aircraft for Eastern Oregon Regional Airport, based on runway length requirements. The deHavilland/Bombardier Dash 8 was identified as the largest design aircraft based on wingspan. Both aircraft were identified as Airport Reference Code (ARC) C-III aircraft.
The current design aircraft at Eastern Oregon Regional Airport is the Cessna Caravan, a single-engine turboprop aircraft. The Cessna Caravan 208 is an Airport Reference Code (ARC) A-II aircraft. The future design aircraft for Eastern Oregon Regional Airport is a Saab 340, multi-engine turboprop aircraft based on the selected forecast. The Saab 340 is an ARC B-II aircraft.
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TABLE 3-23: AIRCRAFT DESIGN CATEGORIES AIRCRAFT AIRPLANE DESIGN MAXIMUM GROSS AIRCRAFT APPROACH GROUP TAKEOFF WEIGHT (LBS) CATEGORY Cessna 182 (Skylane) A I 3,100 Cirrus Design SR22 A I 3,400 Cessna 206 (Stationair) A I 3,614 Beechcraft Bonanza A36 A I 3,650 Socata/Aerospatiale TBM 700 A I 6,579 Beechcraft Baron 58 B I 5,500 Cessna 340 B I 5,990 Cessna Citation Mustang B I 8,645 Embraer Phenom 100 B I 10,472 Cessna Citation CJ1+ B I 10,700 Beech King Air C90 B I 11,800 Beechcraft 400A/Premier I B I 16,100 Piper Malibu (PA-46) A II 4,340 Cessna Caravan 675 A II 8,000 Pilatus PC-12 A II 10,450 Cessna Citation CJ2+ B II 12,500 Cessna Citation II B II 13,300 Beech King Air 350 B II 15,000 Cessna Citation Bravo B II 15,000 Cessna Citation CJ4 B II 16,950 Embraer Phenom 300 B II 17,529 Cessna Citation XLS+ B II 20,200 Dassault Falcon 20 B II 28,660 Bombardier Learjet 55 C I 21,500 Raytheon/Hawker 800XP C II 28,000 Gulfstream 200 C II 34,450 Bombardier Challenger 300 C II 37,500 Bombardier Global Express 500 C III 92,750 Bombardier Q400 C III 65,200 Learjet 35A/36A D I 18,300 Gulfstream G450 D II 73,900 Gulfstream G650 D III 99,600 Source: AC 150/5300-13, as amended; aircraft manufacturer data.
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Figure 3-7 – Aircraft /Airport Reference Codes
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Forecast Summary The summary of forecast data is provided in Tables 3-24 and 3-25. As with any long-term facility demand forecast, it is recommended that long-term development reserves be protected to accommodate demand that may exceed current projections. For planning purposes, a reserve capable of accommodating a doubling of the 20-year preferred forecast demand should be adequate to accommodate unforeseen facility needs during the current planning period. However, should demand significantly deviate from the airport’s recent historical trend, updated forecasts should be prepared to ensure that adequate facility planning is maintained.
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TABLE 3-24: EASTERN OREGON REGIONAL AIRPORT – SUMMARY OF FORECAST DATA HISTORICAL FORECAST DESCRIPTION 2014 2020 2025 2030 2035 Based Aircraft Single-Engine Piston 39 40 40 41 42 Multi-Engine Piston 2 2 2 2 3 Turboprop 1 1 1 2 3 Jet 0 0 1 1 1 Ultralight 5 6 6 7 8 Helicopter (Civilian) 14 15 15 16 16 UAS/UAV (Civilian) 0 0 1 1 1 Military (Rotorcraft) 6 6 6 6 6 Military (UAS/UAV) 4 4 4 4 4 Total Based Aircraft 71 74 76 80 84 Annual Aircraft Operations Air Carrier 6 0 0 0 0 Air Taxi/Commuter 3,813 2,920 3,020 3,070 3,130 General Aviation (excl. UAS/UAV) 5,430 6,515 7,474 8,573 9,821 Military (excl. UAS/UAV) 2,882 2,900 2,900 2,900 2,900 UAS/UAV 780 880 980 1,110 1,280 Total Operations 12,911 13,215 14,374 15,653 17,131
Operations per Based Aircraft 102 116 128 138 150 (GA) Annual Instrument Operations Total Instrument Operations 3,327 3,436 3,737 4,070 4,454
Design Family Aircraft Operations A-II Turboprop 2,800 3,000 3,200 3,400 3,600 B-II Turboprop 19 1,000 1,040 990 960 B-I Jet 22 30 60 80 100 B-II Jet 62 80 110 140 200 C&D–I Jet 10 20 30 40 50 C&D-II Jet 50 60 80 100 120 C&D-III Jet 0 10 10 20 20 C-IV Turboprop (C-130) 150 160 180 200 220 B-IV Jet (C-17) 8 12 18 24 36 A/B-II B-II B-II B-II B-II Design Aircraft Turboprop Turboprop Turboprop Turboprop Turboprop Current Design Aircraft: Cessna Caravan 208 (Single Engine Turboprop) ARC A-II Future Design Aircraft: Saab 340 (Multi-Engine Turboprop) ARC B-II
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TABLE 3-25: EASTERN OREGON REGIONAL AIRPORT – SUMMARY OF FORECAST COMMERICAL ACTIVITY
HISTORICAL FORECAST DESCRIPTION 2014 2020 2025 2030 2035 Annual Passengers Enplaned Passengers 4,174 4,600 5,000 5,400 5,900 Annual Departures 1,107 465 465 445 420 Cargo Total Operations 1,024 1,040 1,040 1,040 1,040 Total Enplaned Cargo (Tons) 129 150 165 180 200 Total Deplaned Cargo (Tons) 183 210 235 260 290
Airfield Capacity
Airfield capacity is determined by calculating the airport’s annual service volume. Annual service volume (ASV) is a measure of estimated airport capacity and delay used for long-term planning. ASV, as defined in FAA Advisory Circular (AC) 150/5060-5, Airport Capacity and Delay, provides a reasonable estimate of an airport’s operational capacity. The ratio between demand and capacity helps define a timeline to address potential runway capacity constraints before they reach a critical point. If average delay becomes excessive (greater than 3 minutes per aircraft), significant congestion can occur on a regular basis, which significantly reduces the efficient movement of air traffic. ASV is calculated based on the runway and taxiway configuration, percent of VFR/IFR traffic, aircraft mix, lighting, instrumentation, the availability of terminal radar coverage and the level of air traffic control at an airport.
Factors that affect airfield capacity Include: weather conditions; airfield geometry; runway usage; aircraft fleet mix; percentage of touch-and-go operations; percentage of arrivals versus departures; airspace; etc.
Weather Conditions Weather plays a vital role in the capacity of the runway system as a large percentage of aircraft delays are attributable to inclement weather.
Two weather conditions affect airport operations, Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC). VMC allows a pilot to operate the aircraft in visual conditions as long as they can maintain established cloud and visibility separation requirements. These requirements vary based on the airspace one is flying in. For EORA, which is Class D, visual operations require at least 3 statute miles of visibility. In addition, aircraft must remain no closer than 500 feet below, 1,000 feet above, and 2,000 feet horizontal distance from clouds. IMC describes weather conditions in which pilots are required to fly the aircraft solely by reference to instruments rather than visually. Airports are considered to be in IMC when the overall visibility is less than 3 statute miles and clouds are below a
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1,000-foot ceiling. When an airport is in IMC, arrivals are normally limited to a specific runway that can accommodate instrument only approaches. This can include precision instrument approaches (those providing both horizontal and vertical guidance) and non-precision instrument approaches (those providing only vertical guidance).
Runways 7-25 and 11-29 can each accommodate visual operations during VMC. Runway 25 also has precision instrument approach capability while all Runways have non-precision instrument approach capability.
Wind Coverage Wind affects runway system capacity, since it can have an impact on the operation of small, general aviation aircraft. Large, commercial service aircraft generally are not as susceptible to crosswinds as are the general aviation aircraft. Most general aviation aircraft are not permitted to take off or land if crosswinds exceed the aircraft manufacturer’s specifications. Runways should therefore be oriented in the direction of the prevailing winds to provide maximum lift for takeoff. FAA criteria specify that the runway(s) orientation should provide at least 95% wind coverage. Wind roses constructed from historical weather observations and climatology data are used to calculate the percentage of wind coverage offered by individual or groups of runways. The current runway configuration at EORA provides greater than 95 percent wind coverage for all aircraft during all weather and IMC conditions.
Arrivals and Departures The percentage of arrivals versus departures can affect an airport’s overall capacity since a higher number of departures can typically be accommodated in a given period of time than arrivals.
Touch and Go Operations Touch and Go operations are primarily performed for pilot training by small, single- and twin-engine general aviation aircraft. These operations consist of an aircraft performing an approach to a runway, briefly touching down on the runway then immediately applying full throttle to depart the runway. Runways can accommodate a greater number of touch and go operations than any other type of operation. Therefore, the numbers of touch and go operations will impact an airport’s overall operational capacity. The greater the numbers of touch and go operations, generally the greater the overall capacity of a particular runway or runway system. Touch and go operations at EORA comprise less than 20 percent of total airport operations and are not expected change significantly during the study period.
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Annual Service Volume (ASV) The initial step in developing Demand/Capacity Analysis is to conduct a preliminary assessment of the forecast demand levels relative to the airfield capacity. This analysis determines whether demand is approaching the airfield’s capacity or Annual Service Volume (ASV) and whether a detailed capacity calculation is warranted. Calculating the ASV incorporates the Runway Use Configuration and Fleet Mix among many other variables.
Chapter 2 of the Airport Capacity and Delay Advisory Circular (AC 150/5060-5) details the procedure for calculating capacity and delay for long range planning. This circular provides a variety of typical runway configurations at airports in the United States. The first step in calculating the ASV is to select the configuration that most closely reflects the airfield configuration at the study airport. As discussed in the Inventory chapter, EORA has two active runways; Runway 7-25 is the primary runway equipped with both precision and non-precision instrument approaches. Runway 11-29 is a crosswind runway with non- precision instrument approach capability. The runway use diagrams in AC 150/5060-5 assume there is at least one runway equipped with a precision instrument approach, which is the case at EORA. The runway use configuration in the capacity and delay advisory circular that best fits EORA’s runway layout is Diagram Number 9 as illustrated on Table 3-26 below.
TABLE 3-26: EASTERN OREGON REGIONAL AIRPORT – RUNWAY USE DIAGRAM NUMBER 9
The second component needed to calculate the ASV is the fleet mix or mix index. This is the percentage of aircraft operations by multi-engine aircraft in Aircraft Class C (maximum certificated takeoff weights between 12,500 pounds and 300,000 pounds) and Aircraft Class D (maximum certificated takeoff weights greater than 300,000 pounds). The formula for determining aircraft mix is the percentage of Class C aircraft plus three times the percentage of Class D aircraft or % (C+3D). The larger and heavier Class D aircraft have a greater impact on airfield capacity because the wake turbulence they generate can affect trailing aircraft, which requires increased separation during operations; increased separation reduces capacity.
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Table 3-27 presents the breakdown of the Aircraft Classifications used in determining wake turbulence standards and the Aircraft Mix Index. Aircraft mix (or Mix Index) is the relative percentage of operations conducted by each of the four classes of aircraft (A, B, C, and D). The (C+3D) Mix Index at EORA is less than 20 percent of total activity.
TABLE 3-27: EASTERN OREGON REGIONAL AIRPORT - AIRCRAFT CLASSIFICATIONS
For long-term planning purposes, the FAA estimates the annual capacity (ASV) for EORA is approximately 230,000 operations; hourly capacity is estimated to be 98 operations during visual flight rules (VFR) conditions and 59 operations during instrument flight rules (IFR) conditions. Although these estimates assume optimal conditions (airport traffic control, radar, etc.), they provide a reasonable basis for approximating existing and future capacity:
Existing Capacity: 12,911 Annual Operations / 230,000 ASV = 5.6% (demand/capacity ratio)
Future Capacity: 17,131 Annual Operations / 230,000 ASV = 7.4% (demand/capacity ratio)
The average delay per aircraft would be expected to remain below three minutes throughout the planning period based on these ratios. The FAA recommends that airports proceed with planning to provide additional capacity when 60 percent of ASV is reached. The updated aviation activity forecasts indicate both annual and peak hour activity is projected to remain well below the 60 percent threshold during the planning period.
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Chapter 4 – Unmanned Aircraft Systems Evaluation
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Chapter 4 – Unmanned Aircraft Systems Evaluation
This chapter was prepared by the Pendleton UAS Range.
Introduction
Pendleton UAS Range
The Pendleton UAS Range (PUR) is part of the Pan-Pacific UAS Test Range Complex (PPUTRC), led by the University of Alaska. The PPUTRC is one of six official FAA UAS test sites in the United States. The test ranges are chartered to manage and support a variety of UAS activities to include: Range Support/Management, Engineering, and Flight Test efforts with the goal of integrating UAS into the National Airspace System (NAS).
The PUR is based at the Eastern Oregon Regional Airport (KPDT) and encompasses 14,000 square miles of airspace in northeastern Oregon. The PUR is dedicated to supporting UAS manufacturers and operators in developing safe, effective processes and procedures that have all necessary approvals for UAS operations in the NAS. The PUR Range Management office at KPDT manages all UAS operations on the PUR in support of research, regulatory development, and commercialization projects.
The strategic vision of the PUR is to develop a diverse, high-tech UAS industry base at KPDT, providing a variety of UAS services to Original Equipment Manufacturers (OEM’s) including FAA type-certification.
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FIGURE 4-1: UAS GROUPS
UAS Airside and Landside Activities
The Unmanned Aircraft Systems (UAS) industry is a rapidly expanding market. The domestic regulatory environment is dynamic as the FAA continues to work through the challenges of integration between manned and unmanned aviation in the National Airspace System. UAS technology is also evolving rapidly and the PUR is working to integrate infrastructure and airspace plans into future development and accommodate the wide range of needs across both UAS and manned platforms in support of the PUR strategic vision.
UAS needs vary greatly between the many different types, sizes and functions of platforms, and associated support equipment. Although not totally inclusive, Figure 4-1 generally describes the different types and categories of UAS platforms, organized into basic groups. Commercial industry generally falls into these categories as well. Group 2 & 3 are dominating the commercial market, mostly driven by current FAA restrictions and cost; while the Department of Defense (DoD) and other government agencies are operating UAS platforms across the full spectrum of size and capability. Due to the recent FAA Part 107 ruling easing
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restrictions on non-commercial use of small UAS (<55 lbs.) by hobbyists, the number of Group 1 UAS in the NAS has increased dramatically. The general infrastructure and support requirements for each of group are laid out in this section.
UAS Airside Facility Requirements
Group 1 Infrastructure Requirements:
RUNWAY REQUIREMENTS
None. Hand launched / recovered.
AIRFIELD SUPPORT SERVICES
General Services
Group 1 vehicles are small, mobile and likely will not require operations into, or out of the airport. Support requirements may include a Mobile Operations Center (MOC), radio communications equipment, crew shelter, data-processing space, training room and secure storage locations.
Facilities
None.
Office / Administrative Space
Customers utilizing Group 1 platforms will likely utilize office space for data-processing, training and secure equipment storage. Current space at Eastern Oregon Regional Airport (EORA) include:
• Office: Single office available in terminal • Training / Storage Room: Single training / storage area available in terminal, adjacent to office space (old baggage claim area).
The current office and training / storage area may be sufficient to support one customer at a time. However, additional MOC storage areas will be required (approx. 20’ x 40’). Customer demand will generate the need for additional office and storage locations at the EORA.
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Group 2 & 3 Infrastructure Requirements:
RUNWAY REQUIREMENTS
There are a wide range of requirements for Unmanned Aircraft platforms and associated launch, recovery and control mechanisms ranging from pneumatic launchers, skyhook recovery, to runway and net system recovery. The infrastructure plans for PUR at the EORA include accommodations for these varying requirements. Typical equipment support and footprints for Group 2 & 3 platforms are described below. Figure 4-2 shows an example of a UAS launch. Figure 4-3 shows an example of a portable UAS capture system.
FIGURE 4-2: INSITU SCAN EAGLE LAUNCH
FIGURE 4-3: ARCTURUS T-20 PORTABLE CAPTURE SYSTEM
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Launch / Recovery
• Pneumatic Launch and Skyhook recovery • Bungee or hand launch, hard packed surface recovery • Pneumatic launch and runway recovery
Typical Footprint:
Launch: • Stowed o Length: 17.83 ft. o Width: 7.25 ft. o Height: 6.42 ft. • Deployed o Length: 22 ft. o Width: 7.25 ft. o Height: 8 ft. Transport:
• Typically hitch-mounted, or trailer transport • Weight: Ranging between 200 - 4,200 lbs. Recovery:
Runway: • Condition: o Hard-packed, paved, gravel or dirt o Less than 1000 ft. Net Capture: • Typically off airport
Sky Hook: • Stowed: o Length: 19 ft. o Width: 7.2 ft. o Height: 6.25 ft. • Deployed: o Length: 28.75 ft. o Width: 17.5 ft. o Height: 58 ft.
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Fuel Storage, Handling & Limitations
Typical Fuel Requirements:
• JP-5 or JP-8 fuel • Hybrid Power System Propane/Rechargeable Battery • Fuel cell • Battery operated
AIRFIELD SUPPORT SERVICES
General Services
Group 2 & 3 systems will require airfield services such as fuel, UAS pad maintenance, utility support (internet, power, trash, sewer, etc.), transportation, security and labor associated with safety, compliance, and administration support. Memorandums of Agreement (MOA) will be required with the Air Traffic Control Tower (ATCT) for airfield movement and airspace coordination / approval.
Facilities
Fifteen UAS pads are located on the airport, adjacent to taxiways Foxtrot and Golf. Each UAS pad is equipped with 115/208V single-phase, 60 Hz AC electrical power, water, and fiber internet access. These UAS pads are able to accommodate a wide range of trailers or other support equipment to meet the needs of current and future UAS customers. A typical Mobile Operations Center (MOC) as shown in Figure 4- 4 and Figure 4-5: Many Group 2 systems utilize an MOC to support operations in the field.
The PUR MOC is available to range users and includes:
• Length: 25 ft. • Width: 8 ft. • Computer Workstations: 4 • VHF Voice Radio • Pan and Zoom Camera • Video Matrix Switch • Four, 55” inch LED Screens • Two, ADS-B Receivers and IPad Displays • Two Cellular WiFi Hotspots, Printer • Rack Mounted General-Purpose Computer
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• Rack Mounted 900 MHz- 8 GHz Spectrum Analyzer • Back-up power (24VDCbattery) • Generator for normal power/Able to connect to shore power • Heat/AC/Shower/Toilet • External lighting • Dodge Ram 2500 Mega Cab tow vehicle
FIGURE 4-4: MOC TRAILER(TYPICAL) FIGURE 4-5: MOC TRAILER INTERIOR
Office / Administrative Space: Similar to Group 1, Group 2 & 3, UAS customers will require office space for data-processing, administration support, training, and secure storage.
The current office / storage space located in the EORA terminal would likely meet the needs for one customer at a time (accommodating approximately 3-5 personnel per operation), but additional customer demand will generate the need for increased office and storage space at the EORA.
A 9,600 square-foot, two-bay, multipurpose hangar with an open floorplan is under construction to meet immediate and future needs of both manned and unmanned aviation (north of TWY Delta). This hangar is outfitted with restrooms, HVAC, 480V three-phase, 60 Hz AC power, and office space. By designing the hangar to be dual-purpose (large enough to fit a King Air type aircraft), it will allow the highest level of flexibility while the UAS industry evolves. This new construction will be ready for occupancy in 1Q2017.
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Group 4 & 5 General Infrastructure Requirements:
RUNWAY REQUIREMENTS
As a general rule, Group 4 & 5 UAS operate very similarly to manned aviation and require very similar infrastructure and equipment support.
AIRFIELD SUPPORT SERVICES
General Services
Large UAS will require airfield services such as towing, refueling / de-fueling, deicing, power, security, hangar space, etc. MOA’s will be required with the ATCT for airfield movement and airspace coordination / approval.
Fuel Storage, Handling & Limitations
Typical Fuel Requirements:
‒ Primary - MIL-T-83133, JP-8, or JP-8+100. ‒ Alternate - MIL-T-5624, JP-5, or additivized TS-1
Facilities
Hangars
For scaling purposes, we utilized a Global Hawk platform as an example of infrastructure requirements for a large, Group 5 UAS platform.1 Figure 4-6 shows typical Large UAS dimensions. Figure 4-7 shows an example of a UAS hangar layout.
FIGURE 4-6: GLOBAL HAWK DIMENSIONS RQ-4A RQ-4B Wing Span (ft) 116.2 130.9 Length (ft) 44.4 47.6 Height (ft) 15.2 15.4 Verticle Clearance (in) 19.5 20.65 Tread (ft) 10.6 21.1
1 Technical Manual 1Q-4(R) A-2-DB-1, 22 April 2008, Version 07.12.001
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FIGURE 4-7: EXAMPLE HANGAR PLAN
Office / Administrative Space
The administrative footprints for large platforms are significant with personnel office space ranging from 10-20 offices with a conference room, break-room, and bathrooms. Space located above a large hangar or a small-detached building would meet the needs of required administrative personnel.
Building-based Operations Center
Depending on the owner / operator, Group 4 & 5 UAS platforms utilize command and control stations that may be building-based, or housed within mobile ground stations. The DoD developed mobile ground stations to support overseas locations and separated the Mission Control Element (MCE) and Launch and Recovery Element (LRE) functions. These stations are typically housed in commercially available trailers outfitted with UHF and VHF radio links, a C-band line of sight data link, and KU-band satellite data links. Other users, such as National Aeronautics and Space Administration (NASA), utilize a building-based operations center where ground, support, and communications equipment are permanently installed. Figure 4-8 shows a typical UAS operations center.2
2 Northrop Grumman Corporation, Pake Chin, Sep 2013
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FIGURE 4-8: OPERATIONS CENTER
Summary:
As identified in this section, there is a wide variation of infrastructure, equipment and support service requirements across the various types and sizes of Unmanned Aircraft Systems. Current infrastructure at the EORA will support the immediate needs of customers flying at the PUR. Based on current and forecasted UAS operations tempo (OpsTempo), we believe the Phase I infrastructure and new hangars will support a number of potential flight operations for the next two to five years. The additional hangar construction and office / storage space would be highly attractive to both the UAS and manned aviation industries; both as an immediate and future need at the airport. Phase I & II of the PUR infrastructure execution will likely be driven by customer demand. The evolving FAA regulatory environment has a direct impact on customer demand at the PUR, and thus OpsTempo.
Current and Future UAS Airspace Approvals / Requirements
Approval for operation in KPDT Class Delta airspace currently include Shadow (RQ-7) operations from the Oregon Army National Guard; Arcturus T-20, Tigershark, RMAX and FAZER operations from the north end of Taxiway Golf or the UAS pads. A copy of the Army Letter of Agreement (LOA) and Certificate of Authorizations (COA), and approved PUR COA for UAS within KPDT Class Delta airspace is included in Appendix C. Additional approvals are in-place to allow for day and night operations for large and small UAS operating in Class Echo and Golf airspace, from surface to 9,999 Ft MSL. All UAS operations require that the vehicle remain in visual contact by an observer. If the UAS mission plan will take the vehicle beyond the line-of-sight of the observer, daisy-chaining of observers is allowed, or a chase aircraft must follow the UAS and maintain direct radio contact with the UAS Pilot-in-Command.
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Currently, UAS operations in the class Delta airspace do not have an impact on arriving and/or departing VFR and/or IFR traffic. Segregation by ATCT, and management of the range schedule are the current risk mitigation approach used for traffic confliction between manned and unmanned platforms. Additionally, lost-link contingency routes are planned for all UAS activity on the range; these routes define what the UAS will do in the event the command and control data link is lost and are designed such that a UAS in a lost-link situation will not over-fly approach or departure route, population centers, etc. as it returns to base. These contingency plans are briefed to ATCT personnel prior to every UAS mission in class Delta airspace.
If the air traffic control tower were to close, UAS operations are permitted in Class E airspace with proper approval from the FAA, either through a certificate of authorization, Section 333 Exemption, and as of August 2016, small UAS operations for commercial use are authorized under CFR Part 107. Section 333 Exemption of the FAA Modernization and Reform Act of 2012 (FMRA), grants the Secretary of Transportation the authority to determine whether an airworthiness certificate is required for UAS to operate safely in the National Airspace System (NAS). The Section 333 Exemption process provides operators who wish to pursue safe and legal entry into the NAS a competitive advantage in the UAS marketplace, thus discouraging illegal operations and improving safety.3 CFR Part 107 allows operators of small, commercial UAS to obtain a ‘Remote Pilot Certificate’ (RPC) by taking a written Aeronautical Knowledge test, similar to a private pilot written test. Once a commercial operator has obtained an RPC, the may operate a small UAS in the NAS; if operations will be in controlled airspace, the operator must coordinate with local ATC before commencing operations. ATC’s primary responsibility is to separate air traffic near an airport. The smaller the aircraft is, the harder it is for pilots to see-and-avoid other aircraft. The importance of having and maintaining an active air traffic control tower is critical for the safety of both manned and unmanned aircraft.
Figure 4-9 shows the UAS operations area surrounding Pendleton.
3 Federal Aviation Administration; Section 333
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FIGURE 4-9: PUR OPERATIONS AREA
UAS operations are approved as outlined below:
1. Inside KPDT Class Delta airspace: a. Altitude: at or below 4,000ft MSL (as assigned by KPDT ATCT) b. UAS operations allowed with clearance from PDT ATCT - KPDT ATCT personnel attend Flight Readiness Reviews/Preflight briefings before any UAS operations in KPDT Class Delta
c. NW, NE, and SW Holding Points (as depicted in the LOA) are established and used as directed by KPDT ATCT. UAS operators will comply with all ATC instructions while operating in KPDT Class Delta.
d. NOTAM’s will be submitted for UAS operations being conducted in KPDT Class Delta. 2. Operations in North OPAREA outside Class Delta airspace:
a. Altitude: at or below 4,000 ft. MSL (as assigned by Pasco TRACON) b. Communications will be with PDT ATCT 3. Operations between KPDT Class D and R-5701 (Army National Guard): a. Altitude: at or below 4,000 ft. MSL (as assigned by Pasco TRACON) b. Communications will be with KPDT ATCT. 4. Operations between KPDT and PUR airspace: a. The PUR includes 14,000 square miles of airspace ranging from surface to 18,000. 5. The mixing of manned and unmanned traffic within Class D airspace during launch and recovery operations is approved.
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Figure 4-10 shows the North Operations Area
FIGURE 4-10: NORTH OPERATIONS AREA (OPAREA)
AIRSPACE MANAGEMENT:
FIGURE 4-11 SHOWS KPDT ON A SECTIONAL CHART.FIGURE 4-11: KPDT
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Future airspace management between manned and unmanned aircraft is part of the FAA’s NextGen program, including Automatic Dependent Surveillance-Broadcast (ADS-B) technology.
Automatic Dependent Surveillance–Broadcast (ADS-B) is a precise satellite-based surveillance system. ADS-B Out uses GPS technology to determine an aircraft's location, airspeed and other data, and broadcasts that information to a network of ground stations, which relays the data to air traffic control displays and to nearby aircraft equipped to receive the data via ADS-B In. Operators of aircraft equipped with ADS-B In can receive weather and traffic position information delivered directly to the cockpit. Range operations are governed by current ATCT LOA restrictions (very similar to the Guard LOA).4
ADS-B will be mandated for all aircraft starting in 2020 and available in the size of a business card (today), accommodating the minimal payload capacity on small manned and/or unmanned aircraft. This technology will serve as a tool for both manned aviators in the sky and controllers on the ground to all detect-and- avoid each other.
We do not anticipate the UAS operational tempo driving a need for change to airport air traffic flow for the foreseeable future (next 5-10 years). The procedures described above will accommodate current and future UAS testing at the PUR, and Army ANG training operations. Assumptions include no significant increase to Army training requirements and no large (Group 4 & 5) UAS vehicles as a tenant to KPDT. Large group 4 and 5 fixed-wing UAS vehicles, as well as manned, flying test bed aircraft require a large runway (5,000-7,500 feet in length) for takeoff and landing and associated support infrastructure / equipment. Large group 4 and 5 rotary-wing, vertical take-off and landing (VTOL) UAS and manned, rotary-wing flying test bed aircraft can operate from existing ramp and apron areas. The PUR is expecting that group 4 fixed wing UAS operations will commence in February 2017, and group 5 rotary-wing UAS operations will commence in KPDT class Delta in the summer of 2017. Additionally, the PUR has been in discussion with clients interested in flying manned test-bed aircraft (CRJ700 and similar) in support of development work for UAS applications.
Group 2 & 3 UAS platforms can utilize unused portions of KPDT runways and taxiways; taking advantage of current air traffic separation / segregation techniques currently employed by the ATCT.
4 https://www.faa.gov/nextgen/programs/adsb/
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UAS Landside Facility Requirements
Current and future UAS infrastructure support requirements are captured in the EORA’s Phase I, II, and III plans for the Pendleton UAS Range. Phase I is complete, while Phase II and III development will be implemented upon customer demand. The UAS industry is still an evolving market so plans include maximum flexibility, accommodating both manned and unmanned aviation industries until the UAS market becomes more established and self-sustaining.
Infrastructure:
The available EORA paved surfaces include: UAS Strip 16/34 (currently Taxiway Golf): 60’ x 4,300’, Runway 7/25 (Main): 150’ x 6,301’, and Runway 11/29: 11’ x 5,581’. The Class Delta airspace is managed by a UAS experienced ATCT that coordinates closely with both PUR and the established Army National Guard UAS unit operating the Shadow (RQ-7) safely and routinely. The experienced range management team onsite at the PUR is led by a team of expert industry professionals across manned, unmanned, and FAA backgrounds that ensure operations are conducted in a safe and cost-effective manner. Figure 4-12 shows the airport diagram at Eastern Oregon Regional Airport.
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Insert Figure 4-12: KPDT Airport Diagram
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Phase I:
The airport provides a 2,800-foot UAS dedicated strip and a full-service UAS operating area with available fiber connections. The EORA maintains a dedicated UAS Operations Area with 15, 50’x50’ work areas (UAS Pads) adjacent to the dedicated, paved UAS strip. These customer work areas were designed to accommodate UAS trailers, MOCs, crew operations, etc. and wired for 240v, 50amp and 120v, 30amp electrical outlets as well a water hookups. Secure Fiber Gigabit hardline access with 100mbps standard speed is also provided. This can be upgraded to full Gigabit speeds that tie into one of the fastest data pipelines in the State of Oregon, allowing for real-time cloud-based data uploads and computing.
Phase I build out in support of the Pendleton UAS Range includes some infrastructure and equipment specific to the needs of unmanned aircraft (i.e. UAs launch/recover pads), but the majority of plans accommodate the needs of both manned and unmanned aircraft. This will maximize infrastructure support at the airport while the UAS market continues to evolve (growth dependent heavily on FAA regulation development).
Phase II:
Phase II includes hangar construction on the southwest corner of the airfield, near the existing T-hangars. This hangar is nearing completion and is scheduled to be occupied by a group 5 UAS starting in 2Q2017.
Phase III:
Phase III addresses long-term development needs for UAS facilities. This includes an industrial park area with vehicle access from the west; adequate space for construction of a new UAS hangars and buildings; and construction of a new UAS launch and recovery runway.
Figure 4-13 is the Pendleton UAS Range Phase I, II, and III.
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Insert Figure 4-13: UAS Development Phase I, II, and III
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Chapter 5 – Airport Facility Requirements
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Chapter 5 – Airport Facility Requirements
Note: The airside facility requirements evaluations addressed design standards based on the actual current and historic airport activity for Runway 7/25, 11/29, and the airfield’s major taxiway system. This evaluation was consistent with the City of Pendleton’s desire to maintain existing airfield capabilities whenever feasible. The evaluation of historically-applied ARC C–III standards for Runway 7/25 presented in this chapter reflects this approach. The status of FAA funding eligibility for Runway 11/29 was undetermined when the facility requirements analysis was completed.
FAA review and comment regarding the recommended airport design standards and eligibility of Runway 11/29 occurred after the master plan analyses were completed, during review of the draft final airport master plan. The FAA review produced several changes to the applicable design standards that are reflected on the final ALP drawings presented in Chapter 8. The applicable FAA design standard dimensions are provided on Sheet 2 (Airport Data Sheet) of the ALP drawing set. It is noted that the City may opt to maintain existing facility capabilities and the issue of design standard compliance will focus primarily on FAA funding eligibility. The ultimate FAA eligibility decisions are typically made during the design phase of individual projects.
Introduction
The evaluation of airport facility requirements uses the results of the inventory and forecasts contained in Chapters Two and Three, as well as established planning criteria, to determine the future facility needs for the airport through the current twenty-year planning period. Airside facilities include runways, taxiways, navigational aids and lighting systems. Landside facilities include hangars, terminal and fixed base operator (FBO) facilities, aircraft parking apron(s), and aircraft fueling. Support items such as surface access, automobile parking, security, and utilities are also examined. All airfield items are evaluated based on established Federal Aviation Administration (FAA) standards.
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The facility requirements evaluation is used to identify the adequacy or inadequacy of existing airport facilities and identify what new facilities may be needed during the planning period based on forecast demand. Potential options and preliminary costs for providing these facilities will be evaluated in the Airport Development Alternatives (Chapter Seven), to determine the most cost effective and efficient means for meeting projected facility needs.
Eastern Oregon Regional Airport – Functional Role
Eastern Oregon Regional Airport performs several functional roles that extend beyond general aviation and commercial aviation. The historical use of the airport by large military and civilian aircraft is reflected in the size and capabilities of its existing airfield facilities. In addition to the airport’s history of accommodating military aircraft, the facility is uniquely capable of supporting regional emergency response operations requiring large aircraft.
The City of Pendleton’s priority is to preserve the current level of functional capability for the airport, to the greatest extent feasible. As the owner of a regional airport, the City recognizes that its facilities are unique and not easily duplicated among eastern Oregon airports. While the significance of this may have a limited effect on general aviation activity, it is critically important when considering the airport’s broader role as a key element in the state, regional, and national transportation infrastructure.
With this in mind, the City of Pendleton would like to maintain the “existing” design standards reflected on the 2002 Airport Layout Plan (ALP) for the primary runway, major taxiways, and areas on the main apron used by transport category aircraft. Recent projects completed on Runway 7/25 and several major taxiway sections provide many years of service before rehabilitation. Employing a “maintenance only” mode for these facilities is consistent with the City’s goal of preserving the overall function of the airport and the FAA’s long established and ongoing facility investment. Based on forecast activity, no expansion beyond current capabilities is required or recommended for these facilities.
It is noted that the precision instrument approach capabilities for Runway 7/25 require the same dimensions for several protected areas such as the width of the runway object free area and primary surface, and runway protection zones, regardless airport reference code (ARC).
Maintaining the existing ADG III design standards for Runway 07/25 and the associated facilities provides a reasonable approach that will allow the airport to maintain adequate safety margins for all activity.
Military Activity
Current military activity at Eastern Oregon Regional Airport is primarily related to the Oregon Army National Guard (OANG) facility, which coordinates training operations across multiple military branches. Military air traffic includes locally-based large helicopters and unmanned aircraft systems (UAS), and
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transient helicopters and transport category fixed-wing aircraft. The large fixed-wing aircraft include the Lockheed C130 Hercules (ARC: C-IV) and the recent addition of Boeing C-17 Globemaster aircraft (ARC: B-IV). The majority of this aircraft activity is generated from Joint Base Lewis-McChord, south of Tacoma, Washington, and the Idaho Army National Guard from its base in Boise, Idaho in support of paratrooper training with the OANG in Pendleton.
As noted in the updated aviation activity forecasts, annual military fixed wing (airplane design group IV) operations are forecast to increase from approximately 160 to 260 operations by 2035. Although the forecast level of ADG IV activity does not meet the FAA’s definition of “substantial use” (500 annual transient operations), it clearly illustrates established use by large aircraft that is important to consider in future airfield planning.
Emergency Response
Cascadia subduction zone seismic events have been identified as Oregon’s greatest natural threat-one that could result in potentially catastrophic damage and long-lasting disruption of normal activities. As the research and understanding of the potential risks associated with a Cascadia event is becoming more detailed, it is evident that the effects could be severe and widespread. Recovery from events of this scale may be measured in decades, not months or years.
A recent study1 analyzing potential impacts from a high magnitude earthquake noted that slight to moderate damage to infrastructure is expected. The potential for changes in underlying soils suggests that key transportation facilities including airports, may be at risk. Among the characteristics of this type of seismic event is soil liquefaction, which occurs when soil becomes dangerously unstable as water is moved through grains of soil under pressure during the shaking of the earthquake. Liquefaction can result in ground settlements. Oregon’s largest airport, Portland International Airport is vulnerable to soil liquefaction and flooding due to its low elevation and direct exposure to the Columbia River. A key element of response planning is developing a system of assets that can be used to maintain critical transportation links when damaged facilities are out of service.
The Oregon Resilience Plan – Reducing Risk and Improving Recovery for the Next Cascadia Earthquake Tsunami,2 completed in 2013, provides analysis of key challenges, including the potential impact on Oregon’s infrastructure and outlines a basic strategy for post disaster response coordination. The overall expectation is that critical infrastructure components in coastal and western areas of the
1 Cascadia Subduction Zone Earthquakes: A Magnitude 9.0 Earthquake Scenario (2013 Update), Cascadia Region Earthquake Workgroup (CREW), Federal Emergency Management Administration (FEMA), and National Earthquake Hazard Reduction Program (NEHRP)
2 The Oregon Resilience Plan – Reducing Risk and Improving Recovery for the Next Cascadia Earthquake and Tsunami. Oregon Seismic Safety Policy Advisory Commission (OSSPAC) February 2013.
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affected states will suffer complete loss or significant damage during a major event. The ability to respond will require coordinated use of assets outside the areas of damage. The report notes that eastern Oregon will play an important role in a response strategy:
“The Eastern zone where light damage would allow rapid restoration of services and functions, and where communities would become critical hubs for the movement of response recovery and restoration personnel and materials for the rest of the state.”
Eastern Oregon Regional Airport has the longest fully instrumented runways in northern Oregon, east of Portland International Airport. The airport is uniquely capable of accommodating large military and commercial transport aircraft used in emergency response and relief operations.
The analysis of eastern Oregon airports contained in the 2013 report was limited to Redmond Municipal Airport, which is identified as primary FEMA facility. Although the direct flight distance between Pendleton and Portland is 57 miles greater than the distance between Redmond and Portland, the facilities available and the established military capabilities at Eastern Oregon Regional Airport, combined with direct access to the interstate highway system, suggests that it could perform a valuable role in a major response effort.
The report included several recommendations for short-term and long-term goals that will create an effective response strategy:
• Complete and updated inventory of assets, which could be used during emergencies;
• Complete a statewide evaluation, assessment, and gap analysis, including 97 public use airports in Oregon and the soil liquefaction vulnerability of Portland International Airport;
• Refine and gain consensus for the strategy (for an incremental program for achieving resilience in western Oregon)
It is anticipated that the detailed analysis of existing assets, including Eastern Oregon Regional Airport, will be reflected in updated emergency plans moving forward.
Despite the dire nature of a potential Cascadia event, it is important to note that emergency planners are not currently engaged in a program of building system redundancy or response capabilities where they do not currently exist. The potential scale of the problem is too great to provide a response equal to the need. The strategic preservation of regional system redundancy provides additional rationale to support maintaining the existing dimensions and operational capabilities of Eastern Oregon Regional Airport.
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Facility Requirements Evaluation
This chapter evaluates facility requirements from two perspectives: (1) conformance of existing facilities to Federal Aviation Administration airport design and airspace planning standards; and (2) new demand- based facility needs that reflect the updated aviation activity forecasts presented in Chapter Three.
The evaluation of demand-driven items will reflect in gross numbers, new facility needs such as runway length requirements, hangar spaces, and aircraft parking positions based on forecast demand and the needs of the design aircraft. Items such as lighting and navigational aids are evaluated based on the type of airport activity, airport classification, and capabilities.
Conformance Review
The evaluation of conformance to FAA airport design standards, depicted as “existing” on the current FAA- approved Airport Layout Plan (ALP), is updated to reflect the current analysis of the design aircraft and the associated planning assumptions described later in this chapter. Airspace planning criteria depicted as “ultimate” on the current FAA-approved ALP is reviewed for consistency with recommended approach capabilities, consistent with FAR Part 77, which is also described later in the chapter.
The updated inventory of existing facilities presented in Chapter Two, is used to evaluate conformance with FAA standards. Figures 5-1 and 5-2 depict the location of the non-conforming items for the airport design standards described in this chapter. Detailed definitions of the standards and their application at the airport are provided later in the chapter. The reader is encouraged to consult the Glossary of Aviation Terms provided to clarify technical information.
Several airfield-built items, including wind cones and the electronic transmitters for the instrument landing system (ILS) are located within the runway safety area (RSA) and/or object free area (OFA) for Runway 7/25. These items were installed by, or at the direction of FAA in past years with locations determined to be “fixed-by-function.” However, a review of current FAA airport design standards (AC 150/5300-13A, Para. 605, NAVAIDs as obstacles, Table 6-1) indicates that wind cones, glide slopes, and localizers do not meet the fixed-by function criteria for installation in either the RSA or OFA.
AC 150/5300-13A provides addition guidance (Note 3 in Table 6-1) on glideslope installations: “Allowing a GS within ROFA due to a physical constraint should be evaluated on a case-by-case basis.” It is unknown whether the FAA siting of the Runway 25 glideslope was determined through physical site constraints. However, it is noted that the installation of the Runway 25 glide slope transmitter (located approximately 350 feet north of runway centerline) reflects standard historical practice, if not the actual or modified FAA standards currently in place. A review five ILS runways in the region with similar characteristics to Runway 7/25, finds that all of the glideslope transmitters are located within the runway OFA (units installed 350 to 390
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feet from runway centerline). It appears that the current FAA design standards and past FAA design/installation practices differ, which may prompt relocation of the Runway 25 glideslope outside of runway OFA, if deemed necessary by FAA through a case-by-case basis review.
Within the landside areas of the airfield, the most common non-conforming item identified is the object free area (OFA) dimension or aircraft wingtip clearances (measured from taxilane centerline to an adjacent hangar or fence) for several hangar taxilanes. The hangar taxilanes are designed to accommodate small aircraft (ADG I), which has a standard OFA width of 79 feet and a centerline to fixed/moveable object clearance of 39.5 feet (1/2 the OFA width). Although the clearances vary, most aircraft movements occur without incident. However, as facilities are updated or replaced (aircraft parking or hangars), new facilities should be designed to conform to appropriate design standards.
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Figure 5-1: Conformance Items
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Figure 5-2: Conformance Items
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2002 Airport Master Plan Overview
The 2002 Eastern Oregon Regional Airport Master Plan3 provided recommendations for airport facility improvements for a planning period that extended to 2020. As noted in the Inventory Chapter, several improvement projects have been conducted since the last master plan was completed in 2002, consistent with the planning guidance depicted on the 2002 Airport Layout Plan. The projects included in the 2002- 2020 capital improvement program (CIP) for the master plan are summarized in Table 5-1. Projects that have been completed are noted in the table. The previously recommended improvements that have not been implemented, will be reevaluated, modified, or eliminated based on the updated assessment of facility needs, current FAA guidelines, and the elements of the Airport Master Plan preferred development alternative.
3 Eastern Oregon Regional Airport Master Plan Update (October 2002). David Evans and Associates
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TABLE 5-1: SUMMARY OF 2002 MASTER PLAN RECOMMENDED PROJECTS AND CURRENT STATUS
COMPLETED PROJECTS (YES/NO) Short-Term (2002-2005) Yes Rehab Taxiway A/D No Rehab Air Carrier Apron Runway 16/34 Rehab – South of Runway 7/25 at 60-foot width, repaint markings Yes* (*runway converted to taxiway in 2014) No* Runway 16/34 Rehab – North of Runway 7/25 (*runway converted to taxiway in 2014) No T-Hangar Taxilane Yes Reconstruct Runway 7/25 including 20-foot paved shoulders Pavement Rehabilitation: Misc. fog seal, localized preventative and stop gap pavement Yes maintenance and repair (several rounds completed) Yes Runway 25 holding bay, 2-inch overlay Yes Runway 7/25 high intensity runway lighting (HIRL) replacement No Agricultural spraying operations pads (2 pads) No Environmental Assessment - Runway 11/29 Shift Yes Taxiway B, 3-inch overlay (south of Runway 7/25 and north of Nation Guard) Intermediate-Term (2006-2010) No Secondary access road No Runway 11/29 shift 2,000 feet NW construction Yes Passenger terminal building improvements No Phase I GA development (including drainage and utilities for entire area) No Phase I GA development (two 10-unit T-hangars, two conventional hangars) No Phase I air cargo improvements No Airport traffic control tower improvements No Master plan update No Fuel farm No Improvements for deicing No New FBO in GA development area Long-Term (2011-2015) No Phase II GA development (one 10-unit T-hangar, 2 conventional hangars) No Agricultural spraying operations pads (3 pads) Yes ARFF/SRE expansion No Phase II air cargo improvements
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Several additional projects have been completed that were not anticipated in the last master plan update including the closure of Runway 16/34 and conversion to Taxiway G, and the construction of pads for unmanned aircraft systems (UAS) east of Taxiway G and south of Taxiway F.
Design Aircraft
The 2002 Airport Layout Plan (ALP) lists a Boeing 737 (Airport Reference Code (ARC) C-III) as the “existing” and “ultimate” critical (design) aircraft for Runway 07/25. However, it is noted that the airport master plan’s aviation activity forecasts did not identify any B737 operations, instead presenting a “CRJ” (Bombardier/Canadair Regional Jet) as the design aircraft through the 20-year planning period. During this period, Horizon Air served Pendleton with de Havilland/Bombardier Dash 8-300 turboprop aircraft (ARC A-III) and was in the process of adding CRJs to their fleet. The forecast rationale was based on the anticipated fleet for Horizon Air and “other airlines that could start serving the Pendleton market.” The CRJ models in service in 2002 included the CRJ 100, 200, and 700 models, all of which are ARC C-II aircraft. The composite of the CRJ’s “Category C” approach speed and the Dash 8’s “Airplane Design Group III” wingspan resulted in an ARC C-III designation for Runway 7/25.
For Runway 11/29, the 2002 ALP lists a Beechcraft King Air (ARC B-II) as the “existing” critical aircraft and a Bombardier Dash 8 Q400 (ARC C-III) as the “ultimate” critical aircraft.
Updated Assessment
The commercial air service assumptions in the 2002 airport master plan used to define critical/design aircraft are no longer valid. Based on FAA-defined activity-driven criteria, the “existing” design aircraft for both runways is a single-engine turboprop, operated by commercial passenger and cargo express carriers, included in Aircraft Approach Category A and Airplane Design Group II (ARC A-II). The “future” design aircraft is a multi-engine turboprop, such as a 34-seat Saab 340, which is consistent with the preferred commercial passenger forecast. This aircraft is included in Aircraft Approach Category B and Airplane Design Group II (ARC B-II).
However, as noted earlier, it is recommended that the “existing” design standards for Runway 7/25 and 11/29 depicted on the 2002 ALP be maintained for the current twenty-year planning period:
• Runway 7/25: ARC C-III • Runway 11/29: ARC B-II This recommendation reflects the current facility configurations in place, preserves current operational capabilities, and accommodates the wide range of aircraft types expected to operate at Eastern Oregon Regional Airport over the next twenty years and beyond.
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The aviation activity forecast for 2035 includes nearly 260 ADG IV operations, in addition to a variety of ADG II and III business jet operations. The combined total of ADG IV operations and all other Approach Category C & D operations is projected to increase from 218 to 446 by the end of the twenty-year planning period. Although the projected activity remains below the FAA’s “substantial use” standard of 500 annual itinerant operations, the anticipated growth reflects a trend toward increased large and high-performance aircraft activity. Preserving the existing physical characteristics of key airfield components will allow the airport to continue accommodate this unique mix of air traffic.
It is noted that Runway 7/25 was rehabilitated in 2005 with a 3-inch overlay based on ARC C-III design standards. This project is expected to provide a service life that extends well into the current twenty-year planning period. Several sections of major taxiways (50 feet wide) have also been rehabilitated or reconstructed since the last master plan was completed. The FAA recently informed airport management about a project to relocate the instrument landing system (ILS) localizer transmitter/antenna for Runway 7/25 outside of the ARC C-III runway safety area and object free area. The FAA’s decision to relocate the ground based navigational aid is consistent with preserving current runway capabilities and design standards.
Airport Planning & Design Standards Note:
The following FAA standards are recommended for use in evaluating the runway-taxiway system at Eastern Oregon Regional Airport:
Maintain “Existing” Design Standards (as depicted on 2002 FAA-Approved ALP) for current and future use.
Runway 07/25 (Existing/Future) – Airport Reference Code (ARC) C-III. Runway design standards for aircraft approach category C & D runways with lower than 3/4-statute mile approach visibility minimums.
• Existing and Future Runway Protection Zone (RPZ) for Runway 25 based on lower than 3/4-mile approach visibility minimums. Existing RPZ for Runway 07 based on not lower than 1-mile approach visibility. • Future RPZ for Runway 07 based on approach visibility standard not lower than 3/4-mile. • FAR Part 77 airspace planning criteria based on “other than utility runways” with precision instrument approach (Rwy 25) and non-precision instrument approach (Rwy 07) with visibility minimums as low as 3/4- statute mile.
Runway 11/29 (Existing/Future) – Airport Reference Code (ARC) B-II. Runway design standards for aircraft approach category A & B runways with not lower than 1-statute mile approach visibility minimums.
• Existing and Future Runway Protection Zone (RPZ) for both runway ends based on not lower than 1-mile approach visibility. • FAR Part 77 airspace planning criteria based on “other than utility runways” with non-precision instrument approaches, with visibility minimums greater than 3/4-statute mile. All references to the “standards” are based on these assumptions, unless otherwise noted (Per FAA Advisory Circular 150/5300-13A and FAR Part 77.25 )
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FAR Part 77 Surfaces
Airspace planning for U.S. airports is defined by Federal Aviation Regulations (FAR) Part 77.25 – Objects Affecting Navigable Airspace. FAR Part 77 defines airport imaginary surfaces, which are established to protect the airspace immediately surrounding a runway. The airspace and ground areas surrounding a runway should be free of obstructions (i.e., structures, parked aircraft, trees, etc.) to the greatest extent possible to provide a safe operating environment for aircraft. FAA Order 8260.3B - United States Standard for Terminal Instrument Procedures (TERPS) defines protected airspace surfaces associated with instrument approaches and departures.
The physical characteristics of the imaginary surfaces are determined by runway category and the approach capabilities of each runway end. Consistent with FAA planning standards, the FAR Part 77 Airspace Plan shall depict the “ultimate” airspace for the recommended runway configuration depicted on the accompanying Airport Layout Plan (ALP). Figures 5-3 and 5-4 on the following pages illustrate plan and isometric views of generic Part 77 surfaces.
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Figure 5-3: FAR Part 77
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Figure 5-4: FAR Part 77
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The 2002 Airspace Plan depicts airspace surfaces based on an “other than utility” runway designations, consistent with use by aircraft weighing more than 12,500 pounds. Table 5-2 summarizes the airspace surface dimensions for Eastern Oregon Regional Airport depicted on the 2002 plan. Based on the updated inventory conducted for the airport master plan, two notable changes to the airport’s protected airspace have occurred that are not reflected on the 2002 Airspace Plan:
• Runway 16/34 is depicted as an active runway. The runway was closed in 2014 and converted to Taxiway G.
• The Runway 11 approach is depicted as visual with a 5,000-foot 20:1 approach surface. Runway 11 currently supports a straight-in non-precision instrument (NPI) approach. Runway 11/29 has NPI markings at both runway ends, consistent with current approach capabilities. The current approach surface designation for Runway 11 is non-precision instrument, which corresponds to a 10,000-foot length and a 34:1 approach slope.
These items are noted in Table 5-2, and will be incorporated into the update airspace plan.
No obstructions are noted on the 2002 Airspace Plan for any defined FAR Part 77 airspace surfaces at Eastern Oregon Regional Airport. As noted in the conformance review, obstructions were identified in the Part 77 Surfaces. An AGIS survey is being conducted as part of the master plan update. Survey data, including runway elevations, and locations and elevations for terrain, trees, and built items, will be added to the updated airspace plan and discussed in Chapter 8, Airport Layout Plan.
It is also noted that Runway 7/25 and 11/29 are depicted with future extensions, consistent with the 2002 ALP drawing. The recommendations for future runway configurations are re-examined later in the facility requirements chapter and will be reflected in the evaluation of airport development alternatives.
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TABLE 5-2: FAR PART 77 AIRSPACE SURFACES
DEPICTED IN 2002 AIRSPACE PLAN CURRENT RECOMMENDATIONS
RUNWAY 07/25 | Other than Utility | Precision Width of Primary Surface 1,000 feet No Change Runway 07: 10,000 feet Approach Surface Length No Change Runway 25: 50,000 feet Runway 07: 34:1 Approach Surface Slope Runway 25: 50:1 - Inner 10,000 feet No Change Runway 25: 40:1- Outer 40,000 feet Approach Surface Width at Runway 07: 3,500 feet No Change End Runway 25: 16,000 feet RUNWAY 11/29 | Other than Utility | Non-Precision
Width of Primary Surface 500 feet No Change
Runway 11: 5,000 feet Runway 11: 10,000 feet Approach Surface Length Runway 29: 10,000 feet Runway 29: No Change Runway 11: 20:1 Runway 11: 34:1 Approach Surface Slope Runway 29: 34:1 Runway 29: No Change
RUNWAY 16/34 | Utility | Visual Width of Primary Surface 500 feet Runway Closed Runway 16: 5,000 feet Approach Surface Length Runway Closed Runway 34: 5,000 feet Runway 16: 20:1 Approach Surface Slope Runway Closed Runway 34: 20:1
AIRPORT (APPLICABLE TO ALL RUNWAYS)
Transitional Surface 7:1 Slope to 150 feet above runway
Horizontal Surface 150 feet above airport elevation/10,000 feet Elevation/Radius
Conical Surface 20:1 for 4,000 feet
Approach Surfaces
Runway approach surfaces extend outward and upward from each end of the primary surface, along the extended runway centerline. As noted earlier, the dimensions and slope of the approach surfaces are determined by the type of aircraft intended to use the runway and the most demanding approach planned for the runway.
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Runway 11/29 has a 456-foot displaced threshold on Runway 29. This configuration does not alter the FAR Part 77 approach surface for Runway 29, which begins at the end of the primary surface, 200 feet beyond the end of useable runway. The 2002 Approach Plan & Profile drawing (sheet 7 of 13) depicts a 20:1 obstacle clearance approach (OCA) for Runway 29 that is located 200 feet from the displaced threshold. The standards for the Runway 29 OCA are evaluated later in the chapter.
Primary Surface
The primary surface is a rectangular plane that centered on the runway (at centerline elevation) and extends 200 feet beyond each runway end. The width of the primary surface depends on runway category, approach capability, and approach visibility minimums. The primary surface should be free of any penetrations, except items with locations fixed by function (i.e., PAPI, runway or taxiway edge lights, etc.). The primary surface end connects to the inner portion of the runway approach surface.
As noted in the preceding table, Runway 7/25 has a 1,000-foot wide primary surface that is consistent with the instrument landing system (ILS) precision instrument approach on Runway 25. A review of existing conditions identifies a portion of the UAS launch pads located south of Taxiway F located within the primary surface (less than 500 feet south of runway centerline). Aircraft and support equipment located on or adjacent to the pads create a penetration to the primary surface. Relocating (or modifying) the built items and operating areas outside the primary surface is recommended. Marking (high visibility markings) or lighting (red obstruction lights) the areas when occupied is recommended as an interim measure.
The primary surface for Runway 11/29 is 500 feet wide and extends 200 feet beyond each runway end (5, 981 feet overall). A review of existing conditions identifies a section of security fence near the east end of the terminal building located within the primary surface for Runway 11/29 (less than 250 feet from runway centerline). Adding obstruction lights or relocating the fence outside the primary surface recommended. The 2002 Airport Layout Plan recommended shifting Runway 11/29 several hundred feet northward. If this recommendation is maintained, the primary surface would also be shifted northward, which may eliminate the fence obstruction. An updated evaluation of runway configuration will be conducted in the alternative analysis.
Transitional Surface
The transitional surface is located along both sides of the primary surface and inner approach surface, represented by planes of airspace that rise perpendicular to the runway centerline at a slope of 7 to 1, until reaching an elevation 150 feet above the runway elevation, where it connects to the runway horizontal surface. The transitional surface should be free of obstructions (i.e., parked aircraft, structures, trees, etc.).
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The UAS launch pads located in the Runway 7/25 primary surface and the fence located in the Runway 11/29 primary surface also penetrate the adjacent transitional surfaces. Relocating (or modifying) the built items and operating areas to avoid penetrating the 7:1 transitional surface is recommended. Marking (high visibility markings) or lighting (red obstruction lights) the items is recommended as an interim measure.
Horizontal Surface
The horizontal surface is a flat plane of airspace located 150 feet above runway elevation with its boundaries defined by the radii (10,000 feet for other than utility instrument runways) that extend from each runway end. The outer points of the radii for each runway are connected to form an oval, which is defined as the horizontal surface. The 2002 Airspace Plan depicts the horizontal surface elevation at 1,643 feet above mean sea level (MSL). No areas of terrain penetrations are identified on the 2002 airspace plan.
Conical Surface
The conical surface is an outer band of airspace, which surrounds and ties into the horizontal surface. The conical surface begins at the elevation of the horizontal surface and extends outward 4,000 feet at a slope of 20:1. The 2002 Airspace Plan depicts the top elevation of the conical surface as 1,843 feet MSL, 200 feet above the horizontal surface and 350 feet above the airport elevation. No areas of terrain penetrations are identified on the 2002 airspace plan.
Airport Design Standards
Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5300-13A, Airport Design, serves as the primary reference in planning airfield facilities. A comparison of existing and future design standards for each runway are summarized in Table 5-3 and Table 5-4. The design standards for airplane design group (ADG) IV are also presented for comparison in Table 5-3, since the majority of military fixed aircraft operating at the airport are included in this category. A summary of Eastern Oregon Regional Airport current conformance with these standards is presented in Table 5-5.
As noted earlier, it is recommended that the “existing” ARC C-III is maintained for Runway 7/25 and ARC B-II is maintained for Runway 11/29 in the current twenty-year planning period. Detailed narrative descriptions of design standards are presented in the following sections of the chapter.
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TABLE 5-3: RUNWAY 07/25 AIRPORT DESIGN STANDARDS SUMMARY (DIMENSIONS IN FEET)
ADG C-III 2 ADG B-IV & C-IV 2 RUNWAY 07/25 FAA STANDARD LOWER THAN ¾ MILE LOWER THAN ¾ MILE EXISTING CONDITIONS1 STANDARDS STANDARDS
Runway Length 6,301 5,5405 5,5405
Runway Width 150 150 Same as C-III
Runway Shoulder Width 25 25 Same as C-III
Runway Safety Area • Width 500 500 Same as C-III • Beyond RWY End 1000 1000 • Prior to Landing Threshold 600 600 Runway Obstacle Free Zone • Width 400 400 Same as C-III • Beyond RWY End 200 200 • Prior to Landing Threshold 200 200 Precision Obstacle Free Zone • Width 800 800 Same as C-III • Beyond RWY End 200 200 • Prior to Landing Threshold 200 200 Object Free Area • Width 800 800 Same as C-III • Beyond RWY End 1000 1000 • Prior to Landing Threshold 600 600 Runway 07: 1,000 9 Runway 07: 1,000 9 Runway Protection Zone Length Same as C-III Runway 25: 2,500 8 Runway 25: 2,500 8 Runway 07: 500 9 Runway 07: 500 9 Runway Protection Zone Inner Width Same as C-III Runway 25: 1,000 8 Runway 25: 1,000 8 Runway Protection Zone Outer Runway 07: 700 9 Runway 07: 700 9 Same as C-III Width Runway 25: 1,700 8 Runway 25: 1,700 8 Runway Centerline to: Parallel Taxiway/Taxilane CL 400 400 Same as C-III Aircraft Parking Line (APL) Not Depicted3 5706 Building Restriction Line (BRL) 7504 7457 Taxiway Width 50 50 (TDG 3&4) 75
Taxiway Shoulder Width 20 20 (TDG 3&4) 25
Taxiway Safety Area Width 118 118 171
Taxiway Object Free Area Width 186 186 259
Taxiway CL to Fixed/Movable Object 93 93 129.5
Taxilane OFA Width 162 162 225
Taxilane CL to Fixed/Movable Object 81 81 112.5
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Notes: 1. Airfield dimensions as depicted on 2002 Airport Layout Plan (ALP). 2. Based on Precision Instrument Runway standards for Runway 07/25 (Per FAR Part 77). Runway Protection Zone dimensions based on approach visibility minimums less than ¾ mile (RWY 25) and 1-mile (Rwy 7), Per AC 150/5300-13A and as depicted on 2002 ALP. 3. 2002 ALP does not depict an Aircraft Parking Line; the closest aircraft parking area (UAS launch pads) is located approximately 500 feet from runway centerline. 4. The 2002 ALP depicts a 750-foot BRL for Runway 7/25, which is the setback required to accommodate a 35.7-foot structure (building roof elevation above runway elevation) without penetrating the 7:1 Transitional Surface. Setbacks for larger structures and structures constructed in areas with terrain elevated above runway elevation would depend on roof elevation and actual clearance of Transitional Surface slope. 5. Runway length required for large aircraft weighing more than 60,000 pounds, per FAA runway length software. 6. Distance required to accommodate a 10-foot aircraft tail height without penetrating the 7:1 Transitional Surface. This distance also clears the existing parallel taxiway OFA and the runway OFA. Setbacks for larger aircraft types (i.e., large business jets, etc.) would be based on tail height clearance of Transitional Surface slope. 7. Distance required to accommodate 35-foot structure without penetrating the 7:1 Transitional Surface and clearing parallel taxiway OFA. 8. RPZ dimensions for Runway 25, based on approach visibilities of less than ¾ -mile. 9. RPZ dimensions for Runway 07, based on approach visibilities of less than 1-mile.
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TABLE 5-4: RUNWAY 11/29 AIRPORT DESIGN STANDARDS SUMMARY (DIMENSIONS IN FEET)
ADG B-II2 RUNWAY 11/29 NOT LOWER THAN 1-MILE FAA STANDARD EXISTING CONDITIONS1 EXISTING AND FUTURE STANDARDS Runway Length 5,581 5,2806
Runway Width 100 75
Runway Shoulder Width 25 10
Runway Safety Area • Width 150 150 • Beyond RWY End 300 300 • Prior to Landing Threshold 300 300 Runway Obstacle Free Zone • Width 400 400 • Beyond RWY End 200 200 • Prior to Landing Threshold 200 200 Object Free Area
• Width 500 500 • Beyond RWY End 300 300 • Prior to Landing Threshold 300 300 Runway Protection Zone Length 1,000 1,000
Runway Protection Zone Inner Width 500 500
Runway Protection Zone Outer Width 700 700 Runway Centerline to: Parallel Taxiway/Taxilane Centerline 400 300 Aircraft Parking Line (APL) Not Depicted3 320/465.54 Building Restriction Line (BRL) 350 355/465.55 Taxiway Width 50 35
Taxiway Shoulder Width 10 10
Taxiway Safety Area Width 79 79
Taxiway Object Free Area Width 131 131
Taxiway CL to Fixed/Movable Object 65.5 65.5
Taxilane OFA Width 115 115
Taxilane CL to Fixed/Movable Object 57.5 57.5 Notes: 1. Airfield dimensions as depicted on 2002 Airport Layout Plan (ALP). 2. Based on Non-Precision Instrument Runway for Runway 11/29 (Per FAR Part 77). Runway Protection Zone dimensions based on approach visibility minimums not lower than 1-mile (Per AC 150/5300-13A) based on 2002 ALP.2002 3. ALP does not depict an Aircraft Parking Line; the closest aircraft parking area (UAS launch pads) is located approximately 500 feet from runway centerline. 4. Distance required to accommodate a 10-foot aircraft tail height without penetrating the 7:1 Transitional Surface/distance required to clear 400-foot parallel taxiway OFA. Setbacks for larger aircraft types (i.e., large business jets, etc.) would be based on tail height clearance of Transitional Surface slope. 5. Distance required to accommodate 15-foot structure (typical T-Hangar and small conventional hangar roof heights) without penetrating the 7:1 Transitional Surface/distance required to clear 400-foot parallel taxiway OFA. 6. Runway length required for future design aircraft (Saab 340 ME Turboprop), ISA +20 degrees C; MGTW, optimal flaps.
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TABLE 5-5: EASTERN OREGON REGIONAL AIRPORT CURRENT CONFORMANCE WITH FAA DESIGN STANDARDS RUNWAY 07/25 RUNWAY 11/29
ITEM AIRPLANE DESIGN GROUP III AIRPLANE DESIGN GROUP II APPROACH VISIBILITY APPROACH VISIBILITY LOWER THAN ¾ MILE NOT LOWER THAN 1-MILE Runway Safety Area No1 No3
Runway Object Free Area No2 No4
Runway Obstacle Free Zone Yes Yes
Taxiway Safety Area Yes Yes
Taxiway Object Free Area Yes Yes
Taxilane Object Free Area Yes Yes
Building Restriction Lines Yes Yes
Aircraft Parking Lines Yes Yes
Runway Protection Zones No6 No5
Runway - Parallel Taxiway Separation Yes Yes (*)
Runway Width Yes Yes (*)
Runway Length Yes Yes(*)
Taxiway Width Yes Yes(*)
Notes: (*) Indicates facility dimension currently exceeds standard
1. AC 150/5300-13, Table 6-1 includes the permitted items with a “fixed-by-function designation” within the RSA. Runway 7/25 has one non-permitted item (Runway 25 localizer) within the RSA. 2. AC 150/5300-13, Table 6-1 includes the permitted items with a “fixed-by-function designation” within the OFA. Runway 7/25 has four non-permitted items (glide slope, localizer, and two windsocks) within the OFA. 3. Runway 11/29 does not meet RSA standards for grade, slope, and permitted items (road beyond Runway 29 end). Displaced threshold and declared distances are used to mitigate non-standard RSA at Runway 11 end. 4. A road and section of fence is located within the OFA for Runway 11/29. 5. A road is located within the departure RPZ for Runway 29. 6. A portion of the Runway 25 RPZ is not controlled by airport.
Runway Safety Area (RSA)
The FAA defines the runway safety area (RSA) as a prepared surface centered on, and surrounding a runway. “The RSA enhances the safety of aircraft which undershoot, overrun, or veer off the runway, and it provides greater accessibility for fire-fighting and rescue equipment during such incidents.” The FAA notes that the RSA is intended to enhance the margin of safety for landing and departing aircraft and that RSA standards cannot be modified.
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The FAA states that “The RSA must be:
(1) cleared and graded and have no potentially hazardous ruts, humps, depressions, or other surface variations; (2) drained by grading or storm sewers to prevent water accumulation; (3) capable, under dry conditions, of supporting snow removal equipment, Aircraft Rescue and Fire Fighting (ARFF) equipment, and the occasional passage of aircraft without causing structural damage to the aircraft; and (4) free of objects, except for objects that need to be located in the RSA because of their function. Objects higher than 3 inches above grade must be constructed, to the extent practical, on frangibly mounted structures of the lowest practical height with the frangible point no higher than 3 inches above grade. Other objects, such as manholes, should be constructed at grade and capable of supporting the loads noted above. In no case should their height exceed 3 inches above grade.”
The recommended transverse grade for the RSA located along the sides of a runway ranges between 1½ to 5 percent from runway shoulder edges. The recommended longitudinal grade for the first 200 feet of RSA beyond the runway end is 0 to 3 percent. The remainder of the RSA must remain below the runway approach surface slope. The maximum negative grade is 5 percent. Limits on longitudinal grade changes are plus or minus 2 percent per 100 feet within the RSA.
A review of current FAA airport design standards (AC 150/5300-13A, Para. 605, NAVAIDs as obstacles, Table 6-1) indicates that the localizer transmitter/antenna array located in the RSA (west end) for Runway 7/25 does not meet the FAA’s current fixed-by-function criteria for installation. This item is owned by FAA and was installed by FAA. FAA has notified airport management of plans to relocate the units outside the RSA.
The south end of Runway 11/29 is built on an embankment that drops significantly beyond the runway end. The south end of the RSA is limited by both the grade change ( -41 feet) and a built item (gate- controlled access road) located approximately 250 feet beyond the end of the runway on its extended ≈ centerline. An “as-built” update of the 2002 ALP drawing identifies the elevation of the access road as 1,460 feet MSL, approximately 31 feet lower than the listed runway end elevation (1,491.4 feet). The Runway 29 threshold is displaced 456 feet and declared distances are published for Runway 11 and 29 operations, which effectively mitigates the non-standard RSA. The 2002 ALP drawing depicts a recommended relocation of the Runway 29 end, approximately 2,000 feet north of its current south end, in conjunction with a 2,000-foot extension at the north end. The change in runway configuration will be reexamined and evaluated in the alternative’s analysis.
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A summary of the RSA requirements and noted non-conforming items for Runway 07/25 and 11/29 are presented below:
Runway Safety Area (RSA) Existing & Future Standards
Runway 07/25 Runway 11/29 ARC C-III ARC B-II Lower than 3/4-mile Not Lower than 1-mile 500 feet wide and extends 1,000 feet beyond each 150 feet wide and extends 300 feet prior and beyond departure end of runway, and 600 feet prior to landing. each runway end
Runway 29 threshold is displaced by 456 feet and published declared distances are used for both runway ends to mitigate a non-standard RSA at south end of runway, and built items located within the RSA footprint
Non-Conforming Items • Localizer antenna is located in the RSA (west end, • RSA at Runway 29 end does not meet approximately 975 feet beyond Runway 7 dimensional, gradient, slope, and compaction threshold) standards (mitigated, as described above) • A road is located in the RSA beyond the south end of Runway 11/29 (mitigated, as described above)
Runway Object Free Area (ROFA)
Runway object free areas (ROFA) are two-dimensional surfaces “centered about the runway centerline” intended to be clear of ground objects that protrude above the runway safety area edge elevation. Obstructions within the ROFA may interfere with aircraft flight in the immediate vicinity of the runway. The FAA clearing standard is:
“The ROFA clearing standard requires clearing the ROFA of above-ground objects protruding above the nearest point of the RSA…Except where precluded by other clearing standards, it is acceptable for objects that need to be located in the ROFA for air navigation or aircraft ground maneuvering purposes to protrude above the nearest point of the RSA, and to taxi and hold aircraft in the ROFA. To the extent practicable, objects in the ROFA should meet the same frangibility requirements as the RSA. Objects non-essential for air navigation or aircraft ground maneuvering purposes must not be placed in the ROFA. This includes parked airplanes and agricultural operations.”
A review of current FAA airport design standards (AC 150/5300-13A, Para. 605, NAVAIDs as obstacles, Table 6-1) indicates that several airfield-built items, including two wind cones and the electronic localizer and glide slope transmitters/antenna for the instrument landing system (ILS) located within the ROFA for Runway 7/25, and do not meet the FAA’s current fixed-by function criteria for installation. The FAA-
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owned localizer is planned for relocation (outside the ROFA). The wind cones were installed at the direction of FAA in past years with locations determined to be “fixed-by-function.” It appears that the wind cones do not meet current FAA standards and may need to be relocated, if FAA is unable to waive the standard. As noted earlier, the FAA provides addition flexibility on glideslope installations within runway ROFAs, which may be permitted on a case-by-case basis. It appears that the current FAA design standards and past FAA design/installation practices differ, which may prompt relocation of the Runway 25 glideslope outside of the ROFA, if deemed necessary by FAA through its review.
The ROFA for Runway 11/29 has similar limitations to the RSA described earlier, in terms of the footprint defined by the ADG II dimensional standards. However, since the ROFA represents an unobstructed plane that “requires clearing…of above-ground objects protruding above the nearest point of the RSA”, vehicles traveling on the road (31 feet below runway end elevation) within the ROFA, do not protrude above the elevation defined by RSA. The Runway 29 displaced threshold and the use of declared distances on Runway 11/29 effectively mitigate the items located in the ROFA footprint. Gradient standards are limited to positive transverse grade changes. In contrast to the RSA, there are no standards for negative grade changes and there is no surface compaction standard for the ROFA.
A summary of the ROFA dimensional standards and noted non-conforming items for Runway 07/25 and 11/29 are presented below:
Runway Object Free Area (ROFA) Existing & Future Standards Runway 07/25 Runway 11/29 ARC C-III ARC B-II Lower than 3/4-mile Not Lower than 1-mile 800 feet wide and extends 1,000 feet beyond each 500 feet wide and extends 300 feet prior and beyond departure end of runway and 600 feet prior to landing each runway end
Runway 29 threshold is displaced by 456 feet and published declared distances are used for both runway ends to mitigate a non-standard ROFA at south end of runway, and built items located within the OFA footprint
Non-Conforming Items • Runway 25 glideslope • A section of security fence (between the terminal • Runway 25 localizer building and the approach end Runway 29) is • Two lighted windsocks located in the ROFA • Access road (beyond Runway 29 end) is located in the ROFA footprint, but is below grade (public access is controlled by gate)
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Obstacle Free Zone (OFZ)
Obstacle free zones (OFZ) are planes of airspace extending upward above the runway elevation. The OFZs are intended to mitigate close-in obstructions that may create hazards for aircraft. The FAA defines the following clearing standard for the OFZ:
“The OFZ clearing standard precludes aircraft and other object penetrations, except for frangible NAVAIDs [navigational aids] that need to be located in the OFZ because of their function.”
The FAA defines four types of OFZs for runways, depending on their type and configuration:
RUNWAY OBSTACLE FREE ZONE (ROFZ) “The ROFZ is a defined volume of airspace centered above the runway centerline, above a surface whose elevation at any point is the same as the elevation of the nearest point on the runway centerline. The ROFZ extends 200 feet beyond each end of the runway.”
The ROFZ width dimension for runways accommodating large aircraft is 400 feet, which applies to Runway 7/25 and 11/29.
Three additional OFZs are defined for Runway 25, based on its current precision instrument approach capabilities:
INNER-TRANSITIONAL OFZ “The inner-transitional OFZ is a defined volume of airspace along the sides of the ROFZ and inner-approach OFZ. It applies only to runways with lower than ¾-statute mile approach visibility minimums. Runway to taxiway separation may need to be increased, but may not be decreased, based on this requirement.
(1) Small runway standards - omitted (this item does not apply to either runway at Eastern Oregon Regional Airport)
(2) For operations on runways by large aircraft, separate inner-transitional OFZ criteria apply for Category (CAT) I and CAT-II/III runways.4
(a) For CAT-I runways, the inner transitional OFZ begins at the edges of the ROFZ and inner-approach OFZ, then rises vertically for a height “H”, and then slopes 6 (horizontal) to 1 (vertical) out to a height of 150 feet above the established airport elevation.” 5
4 Runway Categories (I, II, III) refer the level of precision available, with Category I being the most typical for general aviation and smaller commercial runways; Categories II and III are more sophisticated and require special aircraft equipment and/or crew training. 5 (1) In U.S. customary units, Hfeet = 61- 0.094 (Sfeet) – 0.003 (Efeet). S is equal to the most demanding wingspan of the airplanes using the runway and E is equal to the runway threshold elevation above sea level.
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INNER-APPROACH OFZ “The inner-approach OFZ is a defined volume of airspace centered on the approach area. It applies only to runways with an ALS [approach lighting system]. The inner-approach OFZ begins 200 feet from the runway threshold at the same elevation as the runway threshold and extends 200 feet beyond the last light unit in the ALS. Its width is the same as the ROFZ and rises at a slope of 50 (horizontal) to 1 (vertical) from its beginning.”
PRECISION OBSTACLE FREE ZONE (POFZ) “The POFZ is defined as a volume of airspace above an area beginning at the threshold at the threshold elevation, and centered on the extended runway centerline (200 feet long by 800 feet wide).”
“(1) The surface is in effect only when all of the following operational conditions are met:
(a) The approach includes vertical guidance. (b) The reported ceiling is below 250 feet or visibility is less than 3/4 statute mile (or Runway Visual Range [RVR] is below 4,000 feet) 6
(c) An aircraft on final approach is within two (2) miles of the runway threshold. (2) When the POFZ is in effect, a wing of an aircraft holding on a taxiway waiting for runway clearance may penetrate the POFZ; however, neither the fuselage nor the tail may penetrate the POFZ. Vehicles up to 10 feet in height necessary for maintenance are also permitted in the POFZ.”
(3) The POFZ is applicable to all runway thresholds, including displaced thresholds.”
A summary of the OFZ dimensional standards for current/future approach capabilities and noted non- conforming items for Runway 07/25 and 11/29 are presented below:
6 RVR: Runway Visual Range. A measurement (in feet) of visibility along the runway with transmissometer installed on the side of a runway.
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Obstacle Free Zone (OFZ) Existing & Future Standards Runway 07/25 Runway 11/29 ARC C-III ARC B-II Lower than 3/4-mile Not Lower than 1-mile ROFZ – 400 feet wide and 200 feet beyond runway ROFZ – 400 feet wide and 200 feet beyond runway ends. ends.
Runway 25 Inner Approach OFZ: 400 feet wide, extending 200 feet beyond last approach light fixture at a slope of 50:1 Inner Transitional OFZ: Extends outward from edges of ROFZ at a slope of 6 to 1 to an elevation 150 feet above airport elevation Precision OFZ: 800 feet wide and 200 feet long, beginning at runway threshold
Runway Protection Zone (RPZ)
The FAA defines runway protection zone as follows:
“The RPZ is trapezoidal in shape and centered about the extended runway centerline. The central portion and controlled activity area are the two components of the RPZ. The central portion of the RPZ extends from the beginning to the end of the RPZ, centered on the runway centerline. Its width is equal to the width of the runway OFA.”
“The RPZ may begin at a location other than 200 feet beyond the end of the runway. When an RPZ begins at a location other than 200 feet beyond the end of the runway, two RPZs are required, i.e., a departure RPZ and an approach RPZ. The two RPZs normally overlap.”
The FAA notes that when approach RPZs are required, they begin 200 feet beyond the (displaced) threshold.
“The RPZ’s function is to enhance the protection of people and property on the ground. This is best achieved through airport owner control over RPZs. Control is preferably exercised through the acquisition of sufficient property interest in the RPZ and includes clearing RPZ areas (and maintaining them clear) of incompatible objects and activities.”
RPZs with buildings, roadways, or other items do not fully comply with FAA standards. It is recognized that realigning major surface roads located within the RPZs may not always be feasible. As noted earlier,
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the FAA recommends that airport sponsors control the RPZs through ownership whenever possible, although avigation easements7 are commonly used when outright purchase is not feasible.
NOTE: FAA GUIDANCE OF RPZS AND ROADS (FALL 2012) In October 2012, the FAA released interim guidance regarding RPZs and incompatible land uses, with a particular focus on roads. The policy directs airport sponsors to evaluate any planned changes to existing RPZs that introduce or increase the presence of roads in RPZs. Existing roads within RPZs are also to be evaluated during master planning to determine if feasible alternatives exist for realignment of roads outside RPZs or for changes to the RPZs themselves. The FAA Seattle Airports District Office has subsequently indicated that their primary focus related to this policy is related to proposed changes to RPZs—as the result of a change to a runway end/RPZ location, approach visibility minimums, or the built items located in an RPZ. FAA funding for the removal of roads located in RPZs is currently limited based on the large number of cases involved, although changes in FAA funding priorities themselves, are subject to change. Any proposed changes in the length or configuration of either runway that changes the location of existing RPZs evaluated in this study are subject to review by FAA headquarters in Washington D.C.
A summary of the RPZs is presented below:
Runway Protection Zone (RPZ) Existing & Future Standards Runway 07/25 Runway 11/29 ARC C-III ARC B-II Runway 07 (Visibility ≥ 1–mile) Runway 11/29 (Visibility ≥ 1–mile) 500’ x 1700 ‘ x 1000’ 500’ x 1000’ x 700’ Runway 25 (Visibility ˂ 3/4 –mile) 1000’ x 2500’ x 1700’ Non-conforming Items • A portion of the Runway 25 RPZ is located off- • A road is located in the RPZ for Runway 29. airport property (verify avigation easement)
Runway Visibility Zone (RVZ)
A runway visibility zone (RVZ) is required with intersecting runways, so that aircraft operating on each runway are visible to other pilots during critical runway operations. The FAA determines the boundaries of an RVZ by establishing imaginary lines that connect the two runways’ line of sight points. The location of the line of site points are based on the overall length of each runway and the distance between the
7 An avigation easement (avigation = aviation + navigation) involves the purchase of airspace rights over a particular defined ground area. The easement normally limits the maximum height of any natural or built items (to coincide with the runway approach surface slope) and may include provisions restricting the type of activities permitted. Compensation is negotiated between the airport owner and property owner.
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intersection and each runway end. The line of sight standards for intersecting runways requires that “any point 5 feet above runway centerline and in the runway visibility zone must be mutually visible with any other point 5 feet above the centerline of the crossing and inside the runway visibility zone.”
The 2002 Airport Layout Plan depicted an RVZ based on three runways. Since the last master plan update, Runway 16/34 was closed and converted to a taxiway. This runway closure has changed the existing RVZ, which will be depicted on the updated airport layout plan. Any recommended changes to the existing runway configuration would affect the future RVZ.
Threshold Siting Surface (TSS)/Obstacle Clearance Surface (OCS)
The 2002 Runway 11-29 Approach Plan and Profile sheet of the ALP drawing set depicts an obstacle clearance surface (OCS), also known as a threshold siting surface (TSS), on Runway 29 associated with the 456-foot displaced threshold. As noted earlier, the displaced threshold addresses non-standard runway safety area beyond the end of Runway 29 and is not driven by obstruction clearance requirements for the approach. No obstructions to either the Runway 29 FAR Part 77 approach surface or the Runway 29 OCS are identified.
The design characteristics for the Runway 29 surface are defined by runway type and use, consistent with AC 150/5300-13A (Table 3-2. Approach/departure standards table), as noted below. A primary consideration in the evaluation is the RNAV GPS instrument approach to Runway 29, which is authorized for approach category A through D aircraft.
Approach Surfaces (OCS/TSS) Per AC 150/5300-13A (Table 3-2) Existing & Future Standards Runway 29 (Displaced Threshold) Dimensions: Length 10,000 feet Inner Width 800 feet Outer Width 3,800 feet Surface Begins 200 feet from displaced threshold Slope 20:1
Runway Type Approach end of runways expected to support instrument night operations serving greater than approach Category B aircraft.
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Taxiway Safety Area (TSA)
Taxiway safety areas (TSA) serve a similar function as runway safety areas and use the same design criteria for surface conditions, with varying dimensions based on airplane design group.
As with runway safety areas, the ground surface located immediately adjacent to the taxiways periodically requires maintenance or improvement to adequately support the weight of an aircraft or an airport vehicle. Grading and/or soil compaction within taxiway safety areas should be completed as needed, and grass, brush or other debris should be regularly cleared to maintain FAA standards. Taxiway pavement edges should be periodically inspected to ensure that grass, dirt, or gravel build-ups do not exceed 3 inches. Items within the safety area that have locations fixed by function (taxiway reflectors, edge lights, signs, etc.) must be mounted on frangible (break away) mounts.
It is noted that safety area standards do not apply to taxilanes typically located within hangar developments or aircraft parking aprons. Taxilanes provide aircraft access within a parking or hangar area; taxiways provide aircraft access between points on the airfield and serve runways (e.g. parallel taxiways and exit taxiways).
There are no known non-standard TSA conditions on the airport. The major taxiways on the airfield are used by all aircraft types and should use the same design parameters as the main runway. Taxiway D extends east-west, north of the main apron, and is used to provide access to the apron and adjacent landside facilities by general aviation aircraft. A summary of the safety area standards for existing taxiways is presented below:
Taxiway Safety Area Existing & Future Standards
Taxiway A, B, F, G, and D (East of TWY A) Taxiway D (West of TWY A) ADG III ADG II
118 feet wide (59 feet each side of taxiway centerline) 79 feet wide (39.5 feet each side of taxiway centerline)
Taxiway/Taxilane Object Free Area (TOFA)
Taxiway and taxilane object free areas (TOFA) are intended to provide unobstructed taxi routes (adequate wingtip clearance) for aircraft. The outer edge of the TOFA defines the recommended standard distance from taxiway or taxilane centerline to a fixed or moveable object. The FAA clearing standard prohibits service vehicle roads, parked aircraft, and above ground objects (hangars, other built items, etc.), except for objects with locations fixed by function (navigational aids, airfield signs, etc.). The applicable design standard (ADG I, II, or III), is determined by the largest aircraft that may be accommodated in aircraft
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parking areas or hangars served by that taxiway/taxilane. The taxiway/taxilane OFA standards are not affected by potential changes in approach visibility minimums. As with the taxiway safety area, any items within the taxiway OFA that have locations fixed by function, must be frangible (breakaway) to meet FAA standards.
There are no known non-standard Taxiway OFA conditions on the airport. The design assumptions (aircraft use) previously described for taxiway safety area also apply to taxiway OFA. A summary of the object free area standards for existing taxiways is presented below:
Taxiway OFA Existing & Future Standards Taxiway A, B, F, G, and D (East of TWY A) Taxiway D (West of TWY A) ADG III ADG II
186 feet (93 feet each side of centerline) 131 feet (65.5 feet each side of centerline)
TAXILANES Eastern Oregon Regional Airport has taxilanes that are used by both small and large aircraft (ADG I and II). The taxilanes are located within the main apron area and in the aircraft hangar area at the west end of the main apron.
Hangar taxilane clearances are measured by the distance from the taxilane centerline to an adjacent fixed or moveable object (building, fence, tree, parked aircraft, etc.), on both sides of centerline. For T-hangars, hangar rows, and tiedown rows designed to accommodate small aircraft, the ADG I taxilane OFA standard is 79 feet. The existing OFA clearances for ADG I taxilanes on the airport vary from approximately 63 to 79 feet.
Since the type of aircraft located within a particular hangar can change over time, the appropriate method for determining taxilane clearance standards is based on the largest aircraft that can be physically accommodated within the hangar. ADG II standards are applied to taxilanes serving larger hangars (door openings 50 feet and larger) and ADG I standards are applied to taxilanes serving small individual hangars or T-hangars. While relocation of existing hangars is not considered highly feasible, any planned new hangars (and associated taxilanes) should meet the applicable ADG I or II taxilane object free area clearance standard. A modification to FAA standards should be requested for the existing hangars, with the recommended disposition (reconfiguration) to be addressed when the hangars reach the end of their useful lives.
Taxilanes on the main apron provide access to aircraft parking, circulation within the apron and access to hangars, fueling, the terminal building, and fixed base operators. The primary access taxilane extends along the north edge of the main apron, with connections to the west hangar area, the main apron, terminal area,
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and adjacent taxiways. The west end of the main apron has five north-south taxilanes that serve small airplane tiedowns. These taxilanes are designed to meet the ADG I taxilane OFA standard, which includes clearance between the parked aircraft (rather than measuring from tiedown anchors) to the adjacent taxilanes.
Figure 5-2 presented earlier in the chapter illustrates the existing and standard taxilane OFA clearances on the airport. A summary of the object free area standards for existing taxilanes is presented below:
Taxilane OFA Existing & Future Standards Large Airplane Tiedown and Large Hangar T-Hangars and Small Airplane Tiedown Taxilanes Taxilanes ADG I ADG II 115 feet (57.5 feet each side of centerline) 79 feet (39.5 feet each side of centerline)
Building Restriction Line (BRL)
A building restriction line (BRL) identifies the minimum setback required to accommodate a typical building height, such as hangar. The location of the BRL is based on the ability to remain clear of all runway and taxiway clearances on the ground and the protected airspace surrounding a runway. Taller buildings are located progressively farther from a runway in order to remain beneath the 7:1 transitional surface slope that extend laterally from both sides of a runway.
The 2002 Airport Layout Plan depicts a 750-foot BRL for Runway 7/25 and a 500-foot BRL or Runway 11/29 for areas that directly parallel the runways. Additional BRLs are defined based on the location the runway visibility zone (RVZ) and setbacks along the south side of the main apron. The existing BRLs are effective in avoiding building conflicts on the airfield for the existing and future design standards. A summary of the BRL requirements is presented below:
Building Restriction Lines (BRL) Existing & Future Standards Runway 07/25 Runway 11/29 ARC C-III ARC B-II Lower than 3/4-mile Visibility Not Lower than 1-mile Visibility
750-foot BRL (distance from runway centerline) 500-foot BRL (distance from runway centerline) Accommodates structures up to 35.7 feet above Accommodates structures up to 35.7 feet above runway elevation based on 1,000-foot wide runway runway elevation based on 500-foot wide runway primary surface primary surface
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All new construction on or in the immediate vicinity of the airport should involve FAA review for airspace compatibility. FAA Form 7460-1, Notice of Proposed Construction or Alternation, should be prepared and submitted to FAA at least 60 to 90 days prior to planned construction. The 7460 form should be submitted by the city for any projects located on the airport and submitted by the applicant for any projects located off airport property (coordinated with City of Pendleton and Umatilla County, if outside Pendleton city limits). The FAA will review all proposed development to determine if the proposed action would create any obstructions to FAR Part 77 airspace surfaces. In general, the FAA will object to proposals that result in a penetration to any FAR Part 77 airspace surfaces on the basis of safety.
Aircraft Parking Line
The aircraft parking line (APL) represents the minimum setback required for locating aircraft parking in order to clear the adjacent runway-taxiway system. The location of the APL is generally determined by the more demanding of runway airspace clearance and taxiway obstruction clearance. The 2002 Airport Layout Plan does not depict APLs.
All general aviation parking is located on the main apron or adjacent to Taxiway G (aerial applicator loading pads). These parking areas are located clear of adjacent taxiway OFA setbacks and the protected airspace surfaces for both runways.
Five UAS launch pads are located parallel to Runway 7/25 and Taxiway F, approximately 493 feet south of the runway centerline. This location protects the (C-III) taxiway OFA (93 feet from taxiway centerline), but does not avoid penetrations to the FAR Part 77 airspace defined for Runway 7/25. A review of the UAS pad location identifies a penetration to the primary surface and adjacent transitional surface when the pads are occupied with aircraft or support equipment.
With the exception of the UAS pads noted above, all other aircraft parking areas on the airfield are adequately sited to avoid airspace and design standards conflicts. Recommended APL locations will be reflected on the updated ALP. Minimum APL dimensions, based on a typical small aircraft with a 10-foot tail height are presented below:
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Aircraft Parking Line (APL) Existing & Future Standards Runway 07/25 Runway 11/29 ARC C-III ARC B-II Lower than 3/4-mile Not Lower than 1-mile 570-foot APL (distance from runway centerline) 320-foot APL (distance from runway centerline) Distance Distance to clear 10-foot aircraft tail height to clear 10-foot aircraft tail height Based on 1,000-foot wide primary surface Based on 500-foot wide primary surface
Other APL Setbacks Aircraft parking adjacent to ADG II Taxilane (north end of main apron - 65.5 feet from taxilane centerline)
Runway - Parallel Taxiway Separation
Both runways have sections of parallel taxiways with a 400-foot runway-taxiway separation, which meets or exceeds the applicable design standards (Runway 7/25: ARC C-III 400 feet; Runway 11/29: ARC B-II 240 feet). The 2002 Airport Layout Plan depicts several recommended taxiway improvements, including construction of a parallel taxiway section to the Runway 11 end. The taxiway improvement recommendations will be reviewed in the updated alternatives analysis.
Airside Requirements
Airside facilities are those directly related to the arrival, departure, and movement of aircraft:
• Runways • Taxiways • Airfield Instrumentation and Lighting
Runways
The adequacy of the existing runway system at Eastern Oregon Regional Airport was analyzed from a number of perspectives including runway orientation, airfield capacity, runway length, and pavement strength.
Runway Orientation & Wind Coverage
The orientation of runways for takeoff and landing operations are primarily a function of wind velocity and direction, combined with the ability of aircraft to operate under adverse wind conditions. A runway’s wind coverage is determined by an aircraft’s ability to operate with a “direct” crosswind, which is defined as 90 degrees to the direction of travel. For planning purposes FAA has defined the maximum direct crosswind for small aircraft as 12 miles per hour (10.5 knots); for larger general aviation aircraft, a 15-mile per hour (13
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knot) direct crosswind is used. Aircraft are able to operate safely in progressively higher wind speeds as the crosswind angle decreases and the wind direction aligns more closely to the direction of flight. In addition, some aircraft are designed to safely operate with higher crosswind components. Ideally, an aircraft will take off and land directly into the wind or with a light crosswind. The FAA recommends that primary runways accommodate at least 95 percent of local wind conditions; when this level of coverage is not provided, the FAA recommends development of a secondary (crosswind) runway.
The wind rose depicted on the 2002 Airport Layout Plan (data summary sheet), indicates that Runway 07/25 accommodates approximately 95.9 percent of local wind conditions for small aircraft and 98.0 percent of local wind conditions for larger aircraft. Runway 11/29 accommodates approximately 87.8 percent of local wind conditions for small aircraft and 93.1 percent of local wind conditions for larger aircraft. The wind data consists of 14,608 observations, although no reference to the observation period is cited.
Runway Length
CONCLUSION Based on the composition of existing and forecast activity, the current lengths of Runways 7/25 and 11/29 are considered adequate.
OVERVIEW AND ANALYSIS Runway length requirements are based primarily on airport elevation, mean maximum daily temperature of the hottest month, runway gradient, and the critical aircraft type expected to use the runway. For Eastern Oregon Regional Airport, the future design aircraft identified in the updated aviation activity forecasts is a multi-engine turboprop aircraft (above 12,500 pounds), such as a Saab 340. The airport also accommodates a wide range of business class turboprop and jet aircraft, and transport category military aircraft that are capable of operating on the existing runways in most conditions. Both runways are capable of accommodating the current and forecast mix of aircraft.
The large military fixed-wing operations are generated by C-130 and C-17 aircraft included in ARC B-IV and C-IV. It is noted that these aircraft are designed to operate on relatively short runways, and they do not typically operate at or near maximum gross weights at Eastern Oregon Regional Airport. Despite their physical size and weight, the runway length requirements for these aircraft are not disproportionately greater than most high-performance business aircraft or multi-engine aircraft used in regional commercial airline service.
For general aviation airports that accommodate regular business jet activity, the FAA recommends using a “family of design aircraft” approach to defining runway length requirements. FAA Advisory Circular (AC) 150/5325-4B, Runway Length Requirements for Airport Design identifies a group of “airplanes that make up 75 percent of the fleet,” which represents the majority of business jets operating at Eastern Oregon
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Regional Airport. Based on local site conditions, this segment of activity requires runway lengths ranging from 4,900 feet to 6,650 feet, with 60 and 90 percent useful loads, which is comparable to existing runway lengths available.
The runway length required to accommodate the representative multi-engine turboprop (Saab 340) reflected in the updated commercial passenger forecasts is estimated at approximately 5,130 feet (1,493 feet MSL, ISA +15 degrees C, MGTW 29,000 pounds, optimal flaps).
For reference, a summary of FAA-recommended runway lengths for planning based on the requirements of small and large general aviation aircraft in a variety of load configurations is presented in Table 5-6. The runway length requirements for a variety of business aircraft are summarized in Table 5-7.
TABLE 5-6: FAA RECOMMENDED RUNWAY LENGTHS FOR PLANNING
Runway Length Parameters for Eastern Oregon Regional Airport1
• Airport Elevation: 1,493 feet MSL • Mean Max Temperature in Hottest Month: 88.0 F • Maximum Difference in Runway Centerline Elevation: 9 Feet • Dry Runway • Existing Runway Lengths: Runway 07/25: 6,300 feet; Runway 11/29: 5,581 feet
Small Airplanes with less than 10 seats 75 percent of these airplanes 2,990 95 percent of these airplanes 3,560 100 percent of these airplanes 4,190 Small airplanes with 10 or more seats 4,520
Large Airplanes of 60,000 pounds or less 75 percent of these airplanes at 60 percent useful load 5,000 75 percent of these airplanes at 90 percent useful load 6,790 100 percent of these airplanes at 60 percent useful load 5,900 100 percent of these airplanes at 90 percent useful load 8,800
Airplanes of more than 60,000 pounds 5,540
1. Runway length parameters taken from 2002 ALP Data Table 2. Runway lengths determined by FAA Airport Design Software and tables in FAA AC
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TABLE 5-7: TYPICAL BUSINESS AIRCRAFT RUNWAY REQUIREMENTS
PASSENGERS MAXIMUM RUNWAY LENGTH RUNWAY LENGTH AIRCRAFT (TYPICAL TAKEOFF REQUIRED FOR REQUIRED FOR CONFIGURATION) WEIGHT TAKEOFF1 LANDING2 Cessna Citation Mustang 4-5 8,645 4,360 2,820 Cessna Citation CJ1+ 5-6 10,700 4,860 2,900 Cessna Citation CJ2+ 6-7 12,500 4,360 3,270 Cessna Citation CJ3 6-7 13,870 3,970 3,060 Cessna Citation CJ4 6-7 16,950 5,210 2,955 Cessna Citation Bravo 6-9 14,800 4,770 3,720 Cessna Citation Encore+ 8-11 16,830 4,750 3,090 Cessna Citation XLS+ 9-12 20,200 4,580 3,490 Cessna Citation VII 7-8 22,450 5,910 3,240 Citation Sovereign 9-12 30,300 4,250 2,890 Cessna Citation X 8-12 36,100 6,500 3,880 Learjet 45 7-9 20,500 5,660(a) 3,060(a) Challenger 300 8-15 37,500 6,440(a) 2,990(a) Gulfstream 100 (Astra) 6-8 24,650 7,010(a) 3,360(a) Gulfstream 200 (G-II) 8-10 35,450 7,900(a) 3,770(a) Gulfstream 300 (G-III) 11-14 72,000 6,630(a) 3,670(a)
1. FAR Part 25 or 23 Balanced Field Length (Distance to 35 Feet Above the Runway); 2,000 feet MSL, 86 degrees F; Zero Wind, Dry Level Runway, 15 degrees flaps, except as otherwise noted. 2. Distance from 50 Feet above the runway; Flaps Land, Zero Wind. (a) For general comparison only. Manufacturer runway length data based on sea level and standard day temperature (59 degrees F) at maximum takeoff/landing weight; Source: Aircraft manufacturers operating data, flight planning guides.
Based on local conditions and the methodology outlined in AC 150/5325-4B, Runway 07/25 (6,300 feet) can accommodate 100 percent of large airplanes (60,000 pounds or less maximum gross takeoff weight) at 60 percent useful load under typical operating conditions.8 Runway 11/29 can also accommodate the majority of these aircraft. Some aircraft may experience operational limits (payload or fuel) on warmer days during the summer months or during the winter months if the runway has an accumulation of snow or ice.
As noted earlier, the FAA establishes a “substantial use threshold” of 500 annual itinerant operations (takeoffs and landings) for the design aircraft or family of design aircraft. To pursue a runway extension based on the higher demand profile, the City of Pendleton would need to document sufficient activity (either
8 Useful load is generally defined as passengers, cargo, and usable fuel.
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aircraft currently using the airport that are regularly constrained by current runway length or new aircraft unable to operate at the airport due to runway length) to meet the FAA substantial use threshold.
The 2002 Airport Layout Plan (ALP) depicts a 2,000-foot extension for Runway 07/25, increasing its ultimate length to 8,300 feet. The ALP notes that implementation is “to be determined” and the master plan narrative indicates that the recommended extension is intended to “accommodate the ultimate aircraft demand.” Based on the updated forecast activity, no extension of Runway 7/25 is anticipated at this time. However, to preserve long-term options, the City may wish to consider retaining the extension on the updated ALP as a long-term development reserve.
The ALP also depicts a 2,000-foot north extension on Runway 11/29 that would coincide with a 2,000-foot relocation (shift) of the south end of the runway. No increase in runway length was recommended. A review of the proposed reconfiguration of the runway will be included in the alternative’s analysis.
Runway Width
Runway 7/25
Runway 07/25 is 150 feet wide, which meets the 150-foot dimensional standard ARC C-III with current approach capabilities and approach visibility minimums.
As noted earlier, Runway 07/25 is capable of accommodating large military or commercial transport aircraft in a variety of missions critical to both national security and regional emergency response. This capability was preserved in the 2006 FAA-funded runway rehabilitation project and it is recommended that the existing runway dimensions be maintained during the current planning period.
Runway 11/29
Runway 11/29 is 100 feet wide, which exceeds the 75-foot dimensional standard for ARC B-II with current and future approach capabilities and approach visibility minimums.
As the airport’s secondary runway, narrowing the runway to 75 feet may be considered at the time of the next major rehabilitation or reconstruction to meet the ADG II width standard. The cost of narrowing, including replacement/relocation of edge lighting and signage, changes in stormwater drainage systems, and pavement removal will be evaluated during design for comparison to maintaining the existing 100-foot width and determining FAA funding levels.
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Airfield Pavement
An updated airfield pavement maintenance and management study for Eastern Oregon Regional Airport was completed by ODA in 2014, as noted in the Inventory Chapter. The updated pavement plan, along with other engineering analyses will be the primary decision making tools for the ongoing maintenance and replacement of airfield pavements.
The 2014 Pavement Condition Index (PCI) report identifies several rehabilitation, reconstruction, or maintenance projects for the 2015-2019 time period (recommended year based on rated condition, not available funding):
• Runway 7/25: Overlay (2015) • Runway 11/29: Slurry Seal (2015) • Taxiway G (north section): Reconstruct (2015) • Taxiway G (south section): Overlay (2015) • Taxiway A: Slurry Seal (2015) • Taxiway B: Overlay; Reconstruct at intersection with Taxiway A (2015) • Taxiway D: Overlay and Slurry Seal (2015) • Taxiway E: Overlay (2015) • Taxiway F: Slurry Seal (2019) • Main Apron (west section): Slurry Seal (2018) • Main Apron (east section): Slurry Seal (2015) • West Hangar Taxilanes: Reconstruct (2015)
City engineering staff and their airport engineering consultant evaluate the PCI report recommendations as part of the ongoing capital improvement program for the airport. Specific recommendations on the timing and effort required for each project will be determined during design.
For planning purposes, rehabilitation of asphalt pavements is typically assumed on a 15- to 25-year cycle, depending on use and pavement design. Crack filling and fog/slurry seals should be performed on a regular basis for all asphalt sections to maximize the useful life of the pavement. A prioritized list of pavement rehabilitation or reconstruction projects will be provided in the updated capital improvement program.
Pavement Strength
Ideally, airfield pavements designed to accommodate all aircraft operating at an airport should have the same weight bearing capacity as the primary runway. Pavements accommodating small aircraft (tiedown apron, hangar taxilanes, etc.) are normally designed based on 12,500-pound aircraft weight. The 2002 Airport Layout Plan lists the pavement strength for Runway 07/25 as 210,000-pound dual tandem wheel and Runway 11/29 as 122,000-pound dual tandem wheel.
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The runways, major taxiways and the main apron have historically accommodated a full range of general aviation, commercial and military aircraft and appear to meet future requirements.
Taxiways
Taxiways are constructed primarily to facilitate aircraft movements to and from the runway system. Some taxiways are necessary simply to provide access between aprons and runways, while other taxiways become necessary as activity increases and safer and more efficient circulation to and from the airfield is needed. The existing taxiway system at Eastern Oregon Regional Airport provides aircraft access to the runways and all landside facilities. The major taxiways on the airfield are 50 feet wide, consistent with the ADG III width standard.
No major capacity related improvements are anticipated during the current twenty-year planning period, although the addition of taxiway access to the Runway 11 threshold is identified as a safety-related improvement. Aircraft are currently required to back-taxi on the runway to reach the north end of the runway and turnaround for a full-length Runway 11 takeoff.
A future high-speed exit taxiway for Runway 25 (south side) and a connecting access taxiway to the terminal area is also depicted on the 2002 ALP. These taxiway improvements will be reviewed in the alternative’s analysis.
Taxilanes
The development of new hangars or aircraft parking areas may require taxilane extensions or new taxilanes. New access taxiways and taxilanes serving small hangar development should be 25 feet wide for ADG I aircraft and 35 feet wide for ADG II aircraft. As noted earlier in this chapter, several existing hangar taxilanes do not meet FAA taxilane object free area clearing standards. While it may not be feasible to relocate existing hangars, new hangars should be configured to meet FAA standards.
Any new taxilanes added within the main aircraft apron should be configured to provide the standard object free area clearances for the specific aircraft types. Light airplane tiedown rows and adjacent taxilanes are typically designed to accommodate ADG I aircraft; parking positions for larger, business class aircraft should be designed based on ADG II taxilane clearing standards. The taxilane centerline to the nearest fixed or moveable object (parked aircraft) of 39.5 and 57.5 feet, correspond to the object free area dimensions for ADG I and II.
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Hot Spots
Recent FAA guidance on runway-taxiway connections suggests that direct, unbroken taxiway routes extending from aircraft parking aprons directly to a runway have the potential of creating hot spots for runway safety/incursion.
The FAA Runway Safety Action Team identifies known hot spots at airports, which are defined as:
“A location on an airport movement area with a history of potential risk of collision or runway incursion, and where heightened attention by pilots and drivers is necessary.”
Eastern Oregon Regional Airport has one hot spot documented by FAA:
“The hold line for Rwy 29 extends across a portion of the ramp and is approximately 360’ long. The signs are difficult to see from some spots on the ramp.”
The airport development alternatives portion of the master plan will consider options for mitigating this hot spot. The alternatives evaluation will also review the existing airfield layout, including the configuration of Taxiway B, which provides a direct path between Oregon National Guard apron and the intersection of Runways 7/25 and 11/29, which may be inconsistent with current FAA design guidance, as contained in FAA Engineering Brief No. 75.9
Airfield Instrumentation, Lighting, and Marking
Navigational Aids
Runway 7/25 is equipped with a Category I instrument landing system that includes a glide slope located near the Runway 25 end and a localizer located beyond the end of Runway 07. Both navigational aids have FAA-defined critical areas designed to protect the integrity of the electronic transmission signals. It is noted that with the exception of Taxiway G, all existing exit taxiways for Runway 07/25 are located on the south side of the runway. Future expansion of landside facilities on the north side of the airport are likely to utilize Taxiway G. Any new north side taxiways, particularly taxiways that may be located near the east end of the runway, will need to meet all FAA location and “ILS hold” requirements to protect the glide slope, which is located approximately 1,000 feet west of the Runway 25 end.
The FAA’s long-range plan for maintaining conventional ground-based navigation aids, particularly ILS equipment, remains unclear. However, it is possible that the next generation replacement for the ILS that provides comparable approach capabilities will be based entirely or largely on satellite navigation.
9 FAA Engineering Brief No. 75: Incorporation of Runway Incursion Prevention into Taxiway and Apron Design (November 8, 2007)
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However, until a clear replacement platform is identified by FAA, the airspace and protected ground areas associated with the ILS must continue to be protected.
Runways with Category I instrument landing systems (ILS) are often equipped with Runway Visual Range (RVR) instrumentation. Automated RVR systems provide pilots with distances (in feet) where runway markings are visible, compared to normal AWOS or ASOS visibility measurements in increments of a mile. The RVR sensors are installed adjacent to the runway at one or more points in order to provide accurate, unbroken line of sight measurements along the entire length of the runway. The addition of RVR on Runway 7/25 may be considered to improve the operational capabilities of the current instrument approaches and weather reporting.
When an existing navigational aid reaches the end of its useful life, it will be replaced with the most current navigational aids available. For example, when the visual approach slope indicator (VASI) for Runway 7 requires replacement, it would be replaced with a precision approach path indicator (PAPI), or the standard in effect at the time. For planning purposes, the useful life for visual navigational aids is 20 years and replacement projects for the systems will be included in the twenty-year capital improvement program.
FAA-owned navigational aids will be replaced or decommissioned by FAA at the end of their useful life. This includes the Pendleton VORTAC, located 4 miles west of the airport.
Runway & Taxiway Lighting
As noted in the Inventory Chapter, the lighting systems associated with Runway 07/25, Runway 11/29, major taxiways, and the airfield are all in good operating condition. Replacement of lighting systems is usually assumed at 20 years for airports in climatic areas similar to Pendleton, although some systems remain reliable, serviceable and fully function for a considerably longer period. For planning purposes, the useful life for airfield lighting systems is 20 years and replacement projects for the systems will be included in the twenty-year capital improvement program.
Runway & Taxiway Markings
Runway 07/25 has precision instrument markings on the Runway 25 end and non-precision markings on the Runway 07 end, consistent with existing instrument approach capabilities. The markings include side and edge stripes, threshold markings (12 vertical bars at each end), runway end numbers, and aiming point markings, and touchdown zone markings (Runway 25 end only). The runway has a yellow aircraft hold line located approximately 500 feet east of the intersection with Runway 11/29. The markings were applied during the runway sealcoat project in 2010 and are in good condition.
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Runway 11/29 has non-precision instrument markings at both ends. The markings include side stripes, threshold markings (8 vertical bars at each end), runway designation numbers, centerline stripe, and aiming point markings. Runway 29 also has displaced threshold markings that include two arrows (centerline) leading to four arrows and the threshold bar. The runway has yellow aircraft hold lines located approximately 500 feet north and south of the intersection with Runway 7/25. The markings were applied during the runway sealcoat project in 2012 and are in good condition.
All runway exit taxiways have yellow aircraft hold line markings located outside the runway obstacle free zone (OFZ) and runway safety area (RSA) for Runways 07/25 and 11/29. Major taxiways have yellow edge stripes and centerline edge stripes, including enhanced (dashed) centerline stripes leading to each hold line. An aircraft hold line extends across the terminal apron and Taxiway D near the Runway 29 threshold.
All pavement markings will require periodic repainting as they wear or when sealcoats are applied.
Airfield Signage
The lighted airfield signage (location, mandatory, directional, destination, and distance remaining signs) are internally illuminated and are generally in good condition, with the exception of a few older signs that will need to be replaced as part of an airfield construction project.
Airfield Lighting
The airfield lighting systems (airport beacon, wind cones) are in good condition and reportedly function normally. It was recommended in the 2014 Airport Certification Inspection that the wind cones should not be tied into the runway’s lighting circuit, since the wind cone lighting is not clearly visible when the runway lights are set on a lower intensity.
On Field Weather Data
The airport has an automated surface observing system (ASOS), which allows aircraft licensed under FAR Part 135 (air taxi/charter) and private aircraft operating under FAR Part 91 to operate in IFR conditions. The ASOS provides weather data to support airport operations in both visual and instrument conditions. Pendleton also has a hazardous inflight weather advisory service (HIWAS), which provides pilots with a continuous broadcast of hazardous weather information transmitted through the Pendleton VORTAC. The VORTAC consists of a co-located VHF omnidirectional range beacon (VOR) and a tactical air navigation system (TACAN). Both systems reportedly provide adequate weather data.
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Landside Facilities
Landside facilities at Eastern Oregon Regional Airport include the terminal building, terminal apron, general aviation apron, agriculture apron, hangars, fixed base operator (FBO) facilities, and aircraft fueling facilities. The terminal apron provides adequate space for the current air service provider to load and unload passengers.
The FBO building and primary aircraft fueling area is located on the south edge of the main apron area, roughly mid-apron. This location provides direct access to the terminal apron, aircraft tiedowns, and hangars without having to enter the tower-controlled aircraft movement area. The 2002 Airport Master Plan recommended relocating the FBO building to the southwest corner of the main apron, which has not yet occurred. This recommendation will be reviewed in the alternative’s analysis. Additional FBO facilities (hangars, fueling, etc.) are located near the west end of the main apron.
Terminal Building
The terminal building is located east of the main apron, near the approach end of Runway 29. The terminal building consists of airline ticketing counters, rental car counters, baggage claim area, passenger waiting area, airport administration offices, air traffic control tower, and airport restaurant. Expansion of the terminal building in its current location is limited to the east, due to the location of Runway 11/29. However, there is available space to the west of the terminal if needed as part of one of the development alternatives.
A Terminal Building Assessment was conducted as part of the master plan update and is included in Appendix E. The assessment provides detailed information of the buildings existing condition and facility needs based on the preferred forecast.
Aircraft Parking and Tiedown Apron
Aircraft aprons provide parking for locally based aircraft that are not stored in hangars, for transient aircraft visiting the airport, and for specialized ground operations such as aircraft fueling or air cargo operations. The main apron area at Eastern Oregon Regional Airport is approximately 126,690 square yards and provides (22) single-engine airplane tiedowns and (2) multi-engine airplane tiedowns in six north- south rows. The tiedown apron was reconstructed in 1999 and designed to provide adequate spacing between parked aircraft.
Conservative development reserves should be established to accommodate a combination of aircraft parking positions, roughly equal to 50 to 100 percent of the twenty-year forecast (net) demand. The location and configuration of the development reserves will be addressed in the alternative’s analysis.
The projected aircraft parking requirements at Eastern Oregon Regional Airport are presented in Table 5-8.
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SMALL GENERAL AVIATION PARKING DEMAND (LOCAL AND ITINERANT) For planning purposes, it is assumed that 85 percent of forecast civilian based aircraft will be stored in hangars and 15 percent will use apron parking. Based on the projected increase over the twenty-year planning period, 11 small aircraft tiedowns will be required for locally based aircraft by 2035. These estimates may prove to be overly optimistic in gauging apron parking demand for based aircraft as additional hangar space is developed at the airport. However, this approach will ensure that adequate apron space is preserved for long-term use.
FAA Advisory Circular 150/5300-13 suggests a methodology by which itinerant parking requirements can be determined from knowledge of busy day operations. Future demand for itinerant parking spaces was estimated based on 40 percent of design day itinerant operations (40% of daily itinerant operations divided by two, to identify peak parking demand). The FAA planning criterion of 360 square yards per itinerant aircraft was applied to the number itinerant spaces to determine future itinerant ramp requirements. By 2035, itinerant aircraft parking requirements are estimated at eight aircraft positions including small airplane tiedowns, multi-engine and jet drive-through positions, and helicopter positions. It is anticipated that the parking requirements would include space for small airplanes, business aircraft, and helicopters.
LARGE AIRCRAFT PARKING The airport accommodates regular itinerant business aircraft activity including turboprops and business jets, and large itinerant military aircraft in the apron area between the terminal and FBO. This section of pavement is not marked with specific aircraft parking positions, but it is assumed that multi-engine or business aircraft would need approximately 625 square yards for a parking position. The alternatives analysis will evaluate aircraft parking configuration options for this section of apron that meet FAA design standards for taxilane clearance and provide efficient movement of aircraft.
It is projected that the airport would need approximately two to three large aircraft parking positions (drive-through) for transient multi-engine and business aircraft through 2035.
AIR CARGO AIRCRAFT The airport accommodates daily small package express flights with Cessna Caravan, single-engine turbine aircraft and the occasional Beechcraft 99, multi-engine turboprop. The airport does not currently have a dedicated air cargo apron for aircraft loading and unloading, although the area between the FBO and the City-owned T-hangar to the east is used for this purpose. It is projected that the airport will need to accommodate cargo ground operations and one or two parking positions for aircraft loading/unloading. The 2002 Airport Layout Plan depicts a future air cargo apron near the end of Runway 7, immediately west of the OANG facility. This recommendation will be reviewed in the alternative’s analysis.
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TERMINAL APRON The terminal apron has adequate space available to accommodate forecast passenger aircraft demand and additional activity as required. The terminal apron has historically accommodated a variety of commercial aircraft ranging from regional turboprops to narrow body jets.
HELICOPTER PARKING The airport accommodates locally based civilian and military helicopters and transient helicopters. OANG maintains an aircraft parking apron for their fleet of CH-47 Chinook helicopters. Transient civilian and military helicopters typically park on the main apron. Non-military locally-based helicopters are also parked on the apron when not stored in hangars or off-site. One to two parking positions for transient helicopters should be adequate to meet forecast demand through 2035.
The Life Flight helicopter based at the airport has also been parked on the main apron, adjacent to the City-owned T-hangar. Life Flight is currently constructing a hangar and small parking area near the northwest corner of the apron to accommodate their aircraft.
AGRICULTURAL OPERATIONS The agricultural apron located east of Taxiway G has three loading pads with adjacent storage areas for equipment and supplies. The apron appears to be adequate for current and projected needs. An open collection basin, located adjacent to the intersection of Taxiway G and F, is hard piped from the apron. The status of the collection basin will be reviewed in the environmental review element of the master plan.
Aircraft Hangars
Eastern Oregon Regional Airport provides a variety of hangars including commercial hangars and hangars used primarily for aircraft storage. It is estimated that 85 percent of the airport’s 61 civilian based aircraft are stored in hangars, with the remaining aircraft parked at tiedowns on the aircraft apron. For planning purposes, it is assumed that existing hangar space is committed and all additional (forecast) demand would need to be met through new construction.
As indicated in the aviation activity forecasts, the number of civilian based aircraft at Eastern Oregon Regional Airport is projected to increase by 13 aircraft during the twenty-year planning period. Based on a projected 85 percent hangar utilization level, additional long-term demand for new hangar space is estimated to be 11 spaces (approximately 16,500 square feet). A planning standard of 1,500 square feet per based aircraft stored in hangars is used to project gross space requirements. The projected hangar requirements for aircraft storage at Eastern Oregon Regional Airport are presented in Table 5-8.
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In addition to aircraft storage, additional demand for business related and commercial hangar needs is anticipated. Specialized aviation service businesses such as engine & airframe repair, avionics, interior, paint shops, and UAS/UAV facilities generally prefer locations that provide convenient aircraft access. Highly successful aviation service businesses generally rely on both locally based aircraft and their ability to attract customers from outside the local area. While there is no specific formula to predict demand for general aviation service businesses at a particular airport, reserving space for additional commercial hangars is recommended.
Individual aircraft owner needs vary and demand can be influenced by a wide range of factors beyond the control of an airport. In addition, the moderate forecast growth in based aircraft may be exceeded if conditions are favorable. For this reason, it is recommended that hangar development reserves be identified to address the uncertainty of hangar market conditions and demand factors. Conservative development reserves should be established to accommodate a combination of conventional hangars and T-hangars, roughly equal to 50 to 100 percent of the twenty-year forecast (net) demand. The location and configuration of the development reserves will be addressed in the alternative’s analysis.
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TABLE 5-8: APRON AND HANGAR FACILITY REQUIREMENTS SUMMARY BASE YEAR ITEM 2020 2025 2030 2035 (2014) Based Aircraft Forecast (Civilian) 61 64 66 70 74
Based Aircraft Forecast (Military) 10 10 10 10 10
Aircraft Parking Apron (Note: capacities reflect current configuration of existing public use apron areas, actual capacity when reconfigured may be different.)
Small Aircraft Tiedowns (SE/ME) 24
Large Aircraft Parking Positions 0*
Small Helicopter Parking Spaces 0*
Air Cargo Aircraft Parking Spaces 0* Total Designated Parking Spaces Available 24* Main Apron Area 126,690 sy (includes taxilanes, tiedown apron, terminal apron, and unusable space) (estimated) Projected Needs (Gross Demand) 1 Locally Based Tiedowns 3 spaces / 6 spaces / 9 spaces / 11 spaces /
(@ 300 SY each) 900 sy 1,800 sy 2,700 sy 3,300 sy Small Airplane Itinerant Tiedowns 1 space / 2 space / 4 space / 5 space /
(@ 360 SY each) 360 sy 720 sy 1,440 sy 1,800 sy Business Aircraft Parking Positions 1 space / 1 space / 2 spaces / 2 spaces /
(@ 625 SY each) 625 sy 625 sy 1,250 sy 1,250 sy Small Helicopter Parking Positions 1 space / 1 space / 2 spaces / 2 spaces /
(@ 380 SY each) 380 sy 380 sy 760 sy 760 sy Air Cargo Parking Positions 1 space / 1 space / 2 spaces / 2 spaces /
(@ 625 SY each) 625 sy 625 sy 1,250 sy 1,250 sy 7 Spaces / 11 Spaces / 19 Spaces / 22 Spaces / Total Apron Needs 2,890 sy 4,150 sy 7,400 sy 8,360 sy Aircraft Hangars (Existing Facilities) 45 spaces Existing Hangar Spaces3 (estimated) Projected Needs (Net Increase in Demand) 2 (New) Hangar Space Demand (@ 1,500 SF per space) +2 spaces / +3 spaces / +3 spaces / +3 spaces /
(Cumulative twenty-year projected 3,000 sf 4,500 sf 4,500 sf 4,500 sf demand: 11 spaces / 16,500 SF)
* These aircraft are accommodated on the main apron (open areas)
1. Aircraft parking demand levels identified for each forecast year represent forecast gross demand. 2. Hangar demand levels identified for each forecast year represent the net increase above current hangar capacity. 3. Hangar space estimated from conventional hangars and T-hangars
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Aircraft Wash Down Facilities
Wash down facilities are recommended to accommodate general aviation aircraft with a catch basin and hard piping to divert wash residue into a sewer or stormwater treatment system. Wash facilities are typically sized to accommodate one aircraft on a pad approximately 50-foot-by-50-foot. The wash pad may be located adjacent to an existing parking apron or hangars; close access to utility systems is a key siting factor.
Surface Access
Surface access to Eastern Oregon Regional Airport is provided by Airport Road, which connects to Interstate 84 (I-84) at exit 207 and exit 202. Airport Road provides direct access to the airport terminal building, Pendleton Business and Industrial Park, and the south and west landside facilities. The UAS/UAV and agricultural operations area is connected to Airport Road by an on-airport service road that travels around the south end of Runway 11/29.
Continued development in the hangar area located at the west end of the main apron will require upgrades to existing access, fencing and controlled access gates.
Future development on the north side of the airport will require the construction of new access roads and airport service roads. Vehicle access roads can connect to NW Stage Gulch Road along the far west side of airport property, Daniel Road along the north side of airport property, or Pendleton Cold Springs Highway to the east. Airport service roads may also be required to accommodate aviation fuel trucks, airport personnel, tenants, and emergency vehicles transitioning from the south side of the airport to the north.
Vehicle Parking
The terminal vehicle parking lot has 176 paved and striped parking spaces. A rental car parking lot located adjacent to the terminal building parking lot has an additional parking 18 spaces. The airport maintenance building and fire station have 5 striped parking spaces. In addition, there are several large gravel and paved parking areas adjacent to the main apron area (outside the perimeter fence) and space adjacent to hangars (inside the perimeter fence).
Vehicle parking in the terminal parking lot may be reduced with the construction of a new hotel or expansion of the existing terminal building. If additional parking is needed, the airport has a large gravel area west of the terminal parking lot and Airport Road that could be converted into vehicle parking.
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Agricultural Aircraft Facilities
As noted earlier, the airport has three loading pads and an associated apron located on the east side of the airfield adjacent to Taxiway G supporting agricultural aircraft operations. Additional tenant facilities are located at the west end of the main apron. The existing facilities appear to be adequate to meet current and future anticipated demand.
Air Traffic Control Tower (ATCT)
Eastern Oregon Regional Airport is served by an air traffic control tower (ATCT), located above the terminal building. Serco Inc., operates the airport traffic control tower under a contract with the FAA Contract Tower Program (FCT). The tower operates daily from 0600 to 2000 local time.
The ATCT operation is a key element in the emergence of unmanned aerial systems (UAS) activity at Eastern Oregon Regional Airport and the Pendleton UAS Range (PUR). Under current FAA rules, UAS and conventional aircraft operations are fully segregated. It is anticipated that changes in flight rules may occur in the current planning period, which makes continued ATCT operation a key safety need.
Unmanned Aerial Systems (UAS) Facilities
Eastern Oregon Regional Airport is a designated test site airport located in the Pendleton UAS Range (PUR). The Oregon Army National Guard (OANG) currently uses a 50-foot-by-50-foot compacted gravel pad located adjacent to the agriculture apron and Taxiway F for UAS recovery. The City is working with a developer to construct new hangars for UAS storage on the southwest corner of the airfield, near the T- hangars. Future launch site and development area is planned on the north side of Runway 7/25.
The ongoing growth of unmanned aerial systems (UAS) activity at Eastern Oregon Regional Airport is expected to generate specific facility requirements that are unique to the activity. As noted in the Forecast Chapter, growth in UAS activity has been recent and rapid, and this trend is expected to continue for the foreseeable future. UAS-related facility requirements include both airside and landside elements.
Airside As noted in the updated aviation activity forecasts, UAS aircraft are expected to account for an increasing portion of overall airport activity during the current 20-year planning period. This activity currently consists of catapult launch devices (smaller UAS) and limited takeoffs and landings of larger UAS aircraft on closed taxiways (by NOTAM).
As UAS air traffic increases, the volume of full size UAS aircraft operations is expected to grow. These aircraft physically resemble conventional fixed wing aircraft and require normal takeoffs and landings. For long term planning purposes, physically separating conventional aircraft and UAS aircraft is
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recommended, whenever feasible. A future UAS runway is recommended to accommodate small fixed- wing UAS aircraft. It is anticipated that a runway length less than 3,000 feet would be adequate to accommodate the majority of this activity; larger UAS aircraft requiring longer runways would operate on Runway 7/25 or 11/29.
Landside The development of UAS activity at Eastern Oregon Regional Airport generates a variety of landside facility needs associated with aircraft storage (apron, hangar, support equipment, etc.) and operations (flight test, research and development, remote in-flight monitoring, etc.). The updated aviation activity forecasts project 56 UAS aircraft will be based at the airport by 2035. It is assumed that the majority of these aircraft will require both hangar space for storage and apron space to support ground operations. Additional transient UAS activity is expected to require similar landside facilities. Due to rapidly changing conditions in this activity segment, it is recommended that large development reserves be identified on the airport to accommodate a wide range of demand scenarios. Specific facilities will be developed in response to market demand.
An Unmanned Aircraft Systems Evaluation was conducted as part of the master plan update and is included in Chapter 4.
Support Facilities
Fuel Facilities
Pendleton Aviation offers both 100-octane low lead (100LL) aviation gasoline (AVGAS) and Jet-A fuel. The FBO owns three underground storage tanks (10,000-gallon and 8,000-gallon Jet-A tanks and 10,000- gallons 100LL tank) located in the Pendleton Business and Industrial Park; one aboveground self-serve dispensing storage tank (1,000-gallon) located on-airport; four mobile dispensing trucks (3) Jet-A and (1) 100LL. In addition, several tenants own storage tanks, mobile dispensing trucks, and mobile dispensing trailers. Tenant individual fuel storage and dispensing tanks are for personal use only and are not used for fuel sales, unless authorized by the airport.
Based on current and forecast demand, the existing fuel storage tanks and dispensing facilities appear to be adequate. However, the City may wish to consider the development of a common fuel storage and dispensing location in terminal area that could accommodate multiple FBOs and eliminate underground fuel storage. It is also recommended that a secondary containment area for mobile fuel trucks and trailer parking be planned and constructed. Most mobile fuel trucks in use today have single wall tank construction and do not provide the secondary containment of double wall above-ground bulk storage tanks. It is anticipated that federal or state regulations will eventually require secondary containment for
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single wall tank mobile fuel trucks when unattended, such as for overnight parking when the trucks are not in service or otherwise monitored.
Utilities
The existing utilities on the airport appear to be adequate both in capacity and service, within the developed areas of the airport. However, if future development occurs on the north side of the airport, extensions of water, sanitary sewer, electric, gas, and telephone service will be required to support future expansion. Any proposed electric lines in the vicinity of the airfield should be buried.
Security
Eastern Oregon Regional Airport has a perimeter security fence and controlled access gates that meet both FAA and TSA standards for a Part 139 certificated airport. Airport fencing consists of a 7- and 8-foot chain link with three strands of barbed wire. There are floodlights around the terminal building, vehicle parking lot, and hangars. Any new development will be required to meet FAA and TSA security standards. Flood lighting should be provided in expanded aircraft parking and hangar areas and any other new development areas on the airport to maintain adequate security. The use of full or partial cutoff light fixtures is recommended for all exterior lighting on the airport to limit upward glare.
Aircraft Rescue and Firefighting (ARFF)
Eastern Oregon Regional Airport is governed by FAA Part 139 requirements, which require airports to provide aircraft rescue and firefighting (ARFF) services during operations conducted by air carriers certified under FAR Part 121. The current level of commercial passenger service operated under FAR Part 135, does not require an active ARFF response. The City constructed a 2-bay ARFF building in 2009 with direct access to the main apron, terminal and runway–taxiway system.
The current ARFF index (Index A) includes aircraft less than 90 feet in length. The equipment needed to meet Index A requirement includes; one vehicle that holds 100 gallons of water/AFFF and 500 pounds of sodium based dry chemical, or 450 pounds of potassium based dry chemical, or 460 pounds of halogenated agent. The airport’s existing equipment and staffing meet Index A requirements and an upgrade to Index B is not projected in the twenty-year planning period.
Facility Requirements Summary
The projected twenty-year facility needs for Eastern Oregon Regional Airport are summarized in Table 5- 9. As noted in the table, maintaining existing pavements represents a significant, ongoing facility need. The updated forecasts of aviation activity anticipate modest growth in activity that will result in similarly moderate airside and landside facility demands beyond existing capabilities. The existing airfield facilities
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have the ability to accommodate a significant increase in activity, with targeted facility improvements. For the most part, the need for new or expanded facilities, such as aircraft hangars, will be market driven. The non-conforming items noted at the beginning of this chapter are minor and can be addressed systematically during the current planning period to improve overall safety for all users.
TABLE 5-9: FACILITY REQUIREMENTS SUMMARY
ITEM SHORT-TERM LONG-TERM
Runway 07/25 Pavement Maintenance and Rehabilitation Pavement Reconstruction/Rehabilitation Pavement Maintenance Runway Width Reduction (75 feet) Runway 11/29 Pavement Maintenance and Rehabilitation Pavement Rehabilitation
Pavement Maintenance Pavement Rehabilitation (Taxiway A, D) West Hangar Taxilanes Pavement Reconstruction (Taxiway B, E, G, Taxiways and and section of Taxiway A where it intersects Taxilanes • Rehabilitation / Reconstruction (3 existing) Taxiway B) • New Construction Pavement Maintenance Pavement Maintenance
Aircraft Aprons Pavement Maintenance (main apron) Pavement Reconstruction (terminal apron)
Hangars Site Preparation (southwest hangar area) Hangar Development Reserves Replacement (at end of useful life) Replacement (at end of useful life) • Visual Guidance Indicators (PAPI) Navigational Aids • Visual Guidance Indicator (VASI) • Runway/Taxiway Edge Lighting and Lighting • Signage • Approach Lighting • ASOS • Windsocks Secondary Containment Area(s) for Fuel Truck Fuel Storage Bulk Fuel Storage and Dispensing Area Parking Identify Facility Needs/Upgrade FBO Same (Building, Self-Serve Fuel Dispensing Tank)
Utilities Extend Utilities to New Development Areas Same
Extend/Improve Roads to New Development Areas Roadways & Add Vehicle Parking in Existing/Future Hangar Vehicle Parking Areas Same Construct New Service Roads to Future Development Areas Maintain Existing Fencing/Gates Security Install New Fencing/Gates in New Development Same Areas -Vegetation control, crackfill, sealcoat, slurry seal, localized patching, joint rehabilitation, etc., as required.
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Airfield Capacity
Annual service volume (ASV) is a measure of estimated airport capacity and delay used for long-term planning. ASV, as defined in FAA Advisory Circular (AC) 150/5060-5, Airport Capacity and Delay, provides a reasonable estimate of an airport’s operational capacity. The ratio between demand and capacity helps to define a timeline to address potential runway capacity constraints before they reach a critical point. If average delay becomes excessive (greater than 3 minutes per aircraft), significant congestion can occur on a regular basis, which significantly reduces the efficient movement of air traffic. ASV is calculated based on the runway and taxiway configuration, percent of VFR/IFR traffic, aircraft mix, lighting, instrumentation, the availability of terminal radar coverage and the level of air traffic control at an airport.
Based on the intersecting configuration of Runways 7/25 and 11/29, the FAA capacity manual credits only one active runway for the purposes of calculating capacity. For long-term planning purposes, the FAA estimates annual capacity (ASV) for a single runway with no air carrier traffic is approximately 230,000 operations; hourly capacity is estimated to be 98 operations during visual flight rules (VFR) conditions and 59 operations during instrument flight rules (IFR) conditions. Although these estimates assume optimal conditions (air traffic control, radar, etc.), they provide a reasonable basis for approximating existing and future capacity:
Existing Capacity 12,911 Annual Operations / 230,000 ASV = 5.6% (demand/capacity ratio)
Future Capacity: 17,131 Annual Operations / 230,000 ASV = 7.4% (demand/capacity ratio)
Based on these ratios, the average delay per aircraft would be expected to remain below one minute through the planning period. The FAA recommends that airports proceed with planning to provide additional capacity when 60 percent of ASV is reached. As indicated in the updated aviation activity forecasts, peak hour activity is projected to remain well below the 60 percent threshold during the planning period.
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Chapter 6 – Environmental Review
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Chapter 6 – Environmental Review The Environmental Overview Memo was prepared by Mead & Hunt, a member of the Century West airport master plan team.
Introduction
The purpose of this environmental review is to identify physical or environmental conditions of record, which may affect the recommended improvements at Eastern Oregon Regional Airport.
The scope of work for this element is limited to compiling, reviewing, and briefly summarizing information of record from applicable local, federal, and state sources for the airport site and its environs. The environmental review technical memorandum is included in Appendix D and a brief overview is provided below.
The airport noise evaluation was conducted based on prescribed Federal Aviation Administration (FAA) guidelines, using the FAA’s Integrated Noise Model (INM) computer software with several airport- specific inputs including FAA-approved air traffic forecasts, fleet mix, common aircraft flight tracks, and existing/future runway configurations.
Eastern Oregon Regional Airport is undergoing a Wildlife Hazard Assessment (WHA). The WHA will be a standalone document separate from the airport master plan.
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Environmental Review
Local Site Conditions
Eastern Oregon Regional Airport is located in an area that is predominantly agriculture with wheat fields surrounding the airport.
Wetlands
Wetlands are under the jurisdiction of both the Oregon Department of State Lands (DSL) and the US Army Corps of Engineers (Corps). A wetland inventory was included in the review, which identified six wetlands in the airport vicinity (2 freshwater forested/shrub and 4 freshwater emergent). These wetlands are seasonally or temporarily flooded and characterized as drainage or runoff channels through low vegetative areas of the rolling topography native to the area.
Floodplains
A review of the flood rate insurance map for Umatilla County, Oregon shows portions of the Umatilla River floodplain is the nearest to the airport located approximately 1.3 miles south of the airport. The airport is not within the 100-year or greater floodplain.
Stormwater
The airport’s stormwater runoff from the impervious runways, taxiways, aprons, and building rooftops flow into storm water collection systems. The south airfield runoff collects in a 15,000 square/foot detention pond installed with a diffuser located about 500 feet south of the main apron. From the detention pond, the water flows south through a series of outfalls and catch basins until it eventually reaches the Umatilla River. The north airfield contains two outfalls, one midfield of Runway 7/25 and the other within 1,000 feet of the Runway 11 end. Both outfalls transfer the runoff into natural drainage swales, which flow north of the airport.
Protected Species and Habitat
The U.S. Fish and Wildlife Services identified five ESA species that could potentially occur in the airport area including the Greater Sage-grouse, Yellow-billed Cuckoo, Bull Trout, Gray Wolf, and Washington Ground Squirrel. The Oregon Biodiversity Information Center indicates that there are two state threatened or endangered plant species within Umatilla Basin, including the Northern wormwood and Laurence’s Milk-vetch.
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Airport Noise Analysis
Airport Noise and Noise Modeling
It is often noted that noise is the most common negative impact associated with airports. A simple definition of noise is “unwanted sound.” However, sound is measurable, whereas noise is subjective. The relationship between measurable sound and human irritation is the key to understanding aircraft noise impact. A rating scale has been devised to relate sound to the sensitivity of the human ear. The A-weighted decibel scale (dBA) is measured on a “log” scale, by which is meant that for each increase in sound energy level by a factor of 10, there is a designated increase of 1 dBA. This system of measurement is used because the human ear functions over such an enormous range of sound energy impacts. At a psychological level, there is a rule of thumb that the human ear often “hears” an increase of 10 decibels as equivalent to a “doubling” of sound.
The challenge to evaluating noise impact lies in determining what amount and what kind of sound constitutes noise. The vast majority of people exposed to aircraft noise are not in danger of direct physical harm. However, much research on the effects of noise has led to several generally accepted conclusions:
• The effects of sound are cumulative; therefore, the duration of exposure must be included in any evaluation of noise.
• Noise can interfere with outdoor activities and other communication. • Noise can disturb sleep, TV/radio listening, and relaxation. • When community noise levels have reached sufficient intensity, community wide objection to the noise will likely occur.
Research has also found that individual responses to noise are difficult to predict.1 Some people are annoyed by perceptible noise events, while others show little concern over the most disruptive events. However, it is possible to predict the responses of large groups of people – i.e. communities. Consequently, community response, not individual response, has emerged as the prime index of aircraft noise measurement.
On the basis of the findings described above, a methodology has been devised to relate measurable sound from a variety of sources to community response. For aviation noise analysis, the FAA has determined that the cumulative noise energy exposure of individuals to noise resulting from aviation activities must be established in terms of yearly day/night average sound level (DNL) as FAA’s primary metric. The DNL methodology is used in conjunction with the standard A-weighted decibel scale (dBA) which is measured on a “log” scale, by which is meant that for each increase in sound energy level by a factor of 10, there is a designated increase of 1 dBA. DNL has been adopted by the U. S. Environmental Protection Agency (EPA), the Department of Housing and Urban Development (HUD), and the Federal Aviation Administration
1 Beranek, Leo, Noise and Vibration Control, McGraw-Hill, 1971, pages ix-x.
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(FAA) for use in evaluating noise impacts. In a general sense, it is the yearly average of aircraft-created noise for a specific location (i.e., runway), but includes a calculation penalty for each night flight.
The FAA has determined that a significant noise impact would occur if analysis shows that the proposed action will cause noise sensitive areas to experience an increase in noise of DNL 1.5 dB or more at or above DNL 65 dB noise exposure when compared to the no action alternative for the same time frame. As an example, an increase from 63.5 dB to 65 dB is considered a significant impact. The DNL methodology also includes a significant calculation penalty for each night flight. DNL levels are normally depicted as contours. These contours are generated from noise measurements processed by a FAA-approved computer noise model. They are superimposed on a map of the airport and its surrounding area. This map of noise contour levels is used to predict community response to the noise generated from aircraft using that airport.
The basic unit in the computation of DNL is the sound exposure level (SEL). An SEL is computed by mathematically summing the dBA level for each second during which a noise event occurs. For example, the noise level of an aircraft might be recorded as it approaches, passes overhead, and then departs. The recorded noise level of each second of the noise event is then added logarithmically to compute the SEL. To provide a penalty for nighttime flights (considered to be between 10 PM and 7 AM), 10 dBA is added to each nighttime dBA measurement, second by second. Due to the mathematics of logarithms, this calculation penalty is equivalent to 10-day flights for each night flight.
A DNL level is approximately equal to the average dBA level during a 24-hour period with a weighting for nighttime noise events. The main advantage of DNL is that it provides a common measure for a variety of different noise environments. The same DNL level can describe an area with very few high noise events as well as an area with many low-level events.
Noise Modeling and Contour Criteria
DNL levels are typically depicted as contours. Contours are an interpolation of noise levels drawn to connect all points of a constant level, which are derived from information processed by the FAA-approved computer noise model. They appear similar to topographical contours and are superimposed on a map of the airport and its surrounding area. It is this map of noise levels drawn about an airport, which is used to predict community response to the noise from aircraft using that airport. DNL mapping is best used for comparative purposes, rather than for providing absolute values. That is, valid comparisons can be made between scenarios as long as consistent assumptions and basic data are used for all calculations. It should be noted that a line drawn on a map by a computer does not imply that a particular noise condition exists on one side of the line and not on the other. These calculations can only be used for comparing average noise impacts, not precisely defining them relative to a specific location at a specific time.
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Noise and Land-Use Compatibility Criteria
Federal regulatory agencies of government have adopted standards and suggested guidelines relating DNL to compatible land uses. Most of the noise and land-use compatibility guidelines strongly support the concept that significant annoyance from aircraft noise levels does not occur outside a 65 DNL noise contour. Federal agencies supporting this concept include the Environmental Protection Agency, Department of Housing and Urban Development, and the Federal Aviation Administration.
Federal Aviation Regulations (FAR) Part 150, Airport Noise Compatibility Planning provides guidance for land-use compatibility around airports. Under federal guidelines, all land uses, including residential, are considered compatible with noise exposure levels of 65 DNL and lower. Generally, residential and some public uses are not compatible within the 65-70 DNL, and above. As noted in this table, some degree of noise level reduction (NLR) from outdoor to indoor environments may be required for specific land uses located within higher-level noise contours. Land uses such as commercial, manufacturing, some recreational uses, and agriculture are compatible within 65-70 DNL contours.
Residential development within the 65 DNL contour and above is not recommended and should be discouraged. Care should be taken by local land use authorities to avoid creating potential long-term land use incompatibilities in the vicinity of the airport by permitting new development of incompatible land uses such as residential subdivisions in areas of moderate or higher noise exposure.
Planning Period Noise Contours
A noise analysis of the effects of existing aircraft operations and proposed projects/activities linked to the updated airport master plan has been performed using the FAA’s Integrated Noise Model (INM), version 7.0D. The INM data runs are included in Appendix E.
The noise contours and associated information have been developed to assess current and future aircraft noise exposure and support local land use compatibility planning. Data from the updated forecasts of activity levels were assigned to the common arrival, departure and airport traffic pattern flight tracks defined for the runways. The existing and future noise contours were generated based on the FAA- approved master plan aircraft operations forecast for 2015, 2020, and 2025.
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Figure 6-1 Noise Contours
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Chapter 7 – Airport Development Alternatives
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Chapter 7 – Airport Development Alternatives
The evaluation of future development options represents a critical step in the airport master planning process. The primary goal is to define a path for future development that provides an efficient use of resources and is capable of accommodating the forecast demand and facility needs defined in the master plan.
Note: The airport alternative evaluation presented in this chapter maintains the original sequence of events (preliminary alternatives, preferred alternative, etc.) presented in the draft working papers. References to anticipated events in the evaluation process leading to the selection of the preferred alternative have not been modified to reflect subsequent decisions made by FAA or the City of Pendleton.
Introduction
As noted in the facility requirements evaluation, current and long-term planning for Eastern Oregon Regional Airport is based on maintaining and improving the airport’s ability to serve a wide range of commercial, general aviation, business aviation, and military aircraft. The airport facilities accommodate a wide variety of aircraft types including conventional fixed wing and rotor, and a new category of unmanned aerial systems (UAS). This unique mix of aircraft activity requires facility improvements capable of accommodating demand while maintaining air safety for all users.
UAS activity at Eastern Oregon Regional Airport is controlled by the air traffic control tower (ATCT) and included in overall airport traffic counts. UAS aircraft operating under ATCT control are recognized by FAA as an established aeronautical use. The master planning evaluations assume that all FAA-recognized aeronautical activities are subject to the same project eligibility criteria for funding. There are currently no
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FAA design standards specifically developed for UAS airside facility planning. For this master planning process, existing FAA design standards for comparably-size conventional aircraft (Airplane Design Group I or II) will be used to define operating areas (runways, taxiways, etc.).
The alternatives will address current and future facility demands and FAA airport design requirements. All proposed facility improvements are consistent with applicable FAA airport design standards and FAR Part 77 airspace planning standards.
Evaluation Process
Creating preliminary alternatives represents the first step in a multi-step process that leads to the selection of a preferred alternative. It is important to note that the current FAA-approved airport layout plan (ALP) identifies future improvements recommended in the last master planning process. The master plan update provides a fresh look at addressing facility needs, but also allows the components of the previous preferred alternative to be retained or modified, if they meet current needs.
The preliminary alternatives are created to respond to defined facility needs, with the goal identifying general preferences for both individual items and the overall concepts being presented. The process will allow the widest range of ideas to be considered and the most effective facility development concept to be defined.
From this evaluation process, elements of a preferred alternative will emerge that can best accommodate all required facility improvements. Based on the preferences of the airport sponsor, the Consultant will consolidate these elements into a draft preferred alternative that can be refined further as the City proceeds through the process of finalizing the remaining elements of the airport master plan. Throughout this process, public input and coordination with the Planning Advisory Committee (PAC), FAA, and ODA will also help to shape the preferred alternative.
Once the preferred alternative is selected by the City of Pendleton, a detailed capital improvement program will be created that identifies and prioritizes specific projects to be implemented. The elements of the preferred alternative will be integrated into the updated ALP drawings that will guide future improvements at the airport.
No-Action Alternative
In addition to proactive options that are designed to respond to defined future facility needs, a “no-action” option also exists, in which the City of Pendleton may choose to maintain existing facilities and capabilities without investing in facility upgrades or expansion to address future demand. The existing airfield configuration would remain unchanged from its present configuration and the airport would essentially be operated in a “maintenance-only” mode.
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The primary result of this alternative would be the inability of the airport to accommodate aviation demand beyond current facility capabilities. Future aviation activity would eventually be constrained by the capacity, safety, and operational limits of the existing airport facilities. In addition, the absence of new facility development effectively limits the airport sponsor’s ability to increase airport revenues and operate the airport on a financially sustainable basis over the long term.
The no-action alternative establishes a baseline from which the action alternatives can be developed and compared. The purpose and need for the action alternatives are defined by the findings of the forecasts and facilities requirements analyses. The factors associated with both current and future aircraft activity (potential for congestion, safety, etc.) are the underlying rationale for making facility improvements. Market factors (demand) effectively determine the level and pace of private investment (hangar construction, business relocation to the airport, etc.) at an airport. Public investment in facilities is driven by safety, capacity, and the ability to operate an airport on a financially sustainable basis.
Based on the factors noted above, the no-action alternative is inconsistent with the management and development policies established by the City of Pendleton and its long-established commitment to provide a safe and efficient air transportation facility to serve northeastern Oregon and surrounding areas that is socially, environmentally, and economically sustainable.
Preliminary Development Alternatives
The preliminary alternatives are intended to facilitate a discussion and evaluation about the most efficient way to meet the facility needs of the airport. The facility needs identified in the previous chapter include a variety of airside (runway-taxiway) and landside needs (aircraft parking, hangars, fueling, terminal, FBO facilities, etc.). Unmanned aerial system (UAS) facility needs include both airside and landside facilities. Items such as fencing, lighting improvements, minor roadway extensions and pavement maintenance do not typically require an alternatives analysis and will be incorporated into the preferred development alternative and the ALP. The preliminary alternatives have been organized into several groups:
• Airside Development Options (Runway-Taxiway System) • Landside Improvement Options (West Hangar Area) • Terminal Area/Main Apron Improvement Options • UAS Improvements • Terminal Building Layout Options
The preliminary development alternatives are described below with graphic depictions (Figures 7-1 through 7-13) provided to illustrate the key elements of each alternative.
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It is important to note that the eventual preferred alternative selected by the City may come from one of the preliminary alternatives, a combination or hybrid of the preliminary alternatives, or a new concept that evolves through the evaluation and discussion of the preliminary alternatives. As noted earlier, the City of Pendleton also has the option of limiting future facility improvements based on financial considerations or development limitations.
Airside Development Alternatives (Runway-Taxiway Improvements)
Overview
As noted in the Facility Requirements chapter, both runways (Runway 7/25 and Runway 11/29) are capable of accommodating the future design aircraft (multi-engine turboprop, above 12,500 pounds) and both civilian and military transport category aircraft. The City of Pendleton has expressed its desire to maintain existing airfield facilities and capabilities to greatest extent feasible, but is dependent on continued FAA support to maintain facilities that have historically been constructed or rehabilitated with FAA funds.
The FAA’s historic and ongoing investments in the runways and taxiways, including the instrument landing system (ILS) and approach lighting system on Runway 25, are significant and reflect a dedicated system wide approach to managing strategic aeronautical facilities.
The FAA review of the draft facility requirements chapter noted that the crosswind coverage on Runway 7/25 exceeds the FAA standard of 95 percent, which makes Runway 11/29 ineligible for FAA funding, when solely based on runway wind coverage criteria. The FAA wind coverage criteria is well established, albeit not previously applied to Runway 11/29. The airport master plans and FAA-approved airport layout plan drawings for Eastern Oregon Regional Airport dating back to the 1970s or earlier have not indicated any intent to reduce or eliminate FAA funding for Runway 11/29 due to the wind coverage provided by the primary runway (7/25). On the contrary, several FAA-funded projects including a 1999 major rehabilitation/overlay and periodic pavement maintenance and runway marking projects have been completed on Runway 11/29 during this period.
A change in FAA participation in Runway 11/29 would severely limit the City’s ability to maintain the runway in a safe operational condition. The ability to offset a loss of FAA funding with a combination of City and State (ODA or Oregon Military Department) funding, or through Congressional funding is unknown.
However, in the absence of available funding, the scenario could eventually lead to the closure of Runway 11/29 once the pavement condition deteriorates below acceptable levels. From an operational standpoint, a closure of Runway 11/29 would significantly increase aircraft taxiing distances between the terminal and other landside facilities and Runway 7/25. Based simply on the additional taxiing distances and
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corresponding time involved, aviation fuel consumption and carbon dioxide (C02 ) emissions would be expected to increase four-fold for any given volume of traffic, when compared to current runway use and ground movements. Additional environmental analyses are recommended to evaluate net changes in greenhouse gas emissions and impacts on local air quality that would result from such a runway closure. It is suggested that the FAA’s evaluation of funding eligibility for Runway 11/29 also consider operational and environmental factors as part of formulation of a future project. In the interim, the master planning evaluations for the runway–taxiway system will focus on maintaining the function provided by both runways.
A section of Taxiway B located north of Taxiway A and the intersection of Runway 7/25 and 11/29 provides a direct path between the Oregon National Guard apron and the runways. The FAA has identified uninterrupted straight-line taxi routes between landside facilities and runways as contributor to runway incursions. The FAA’s current design guidance encourages taxi routes that require distinct changes in aircraft direction when entering the runway environment as a way to increase situational awareness for pilots. Based on the unique runway and taxiway geometry in this area, options for relocating Taxiway B are limited, and may require alternative access routes to the runways via existing or future parallel taxiway connections.
RUNWAY 7/25 (PRIMARY RUNWAY) The existing length (6,300 feet) and width (150 feet) of Runway 7/25 is maintained in each of the airside development alternatives. Preserving the current runway-taxiway dimensions and their associated protected areas and development setbacks, was recommended in the updated facility requirements chapter based on operational needs of the airport and the broader functional requirements of the Oregon and national airport system.
The 2002 ALP drawing depicts a future 2,000-foot extension at the west end of Runway 7/25.1 This recommendation is not maintained in the preliminary alternatives, based on the updated forecast activity in the twenty-year planning period.
RUNWAY 11/29 (CROSSWIND/SECONDARY RUNWAY) As the airport’s secondary runway, the updated facility requirements assessment of Runway 11/29 recommends length and width dimensions consistent with the requirements of the future ADG II design aircraft. This width standard is used in the airside options involving reconfiguration; the existing runway width may be maintained in “maintenance-only” options. The proposed runway lengths vary depending on the option.
1 2002 ALP Drawing, as amended (as-built ALP updated in 2007)
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It is assumed that the existing runway will be maintained until the next major rehabilitation project is required. It is important to note that narrowing the runway from 100 feet to 75 feet will also require the replacement/relocation of existing runway edge lighting and may trigger other changes in taxiway fillet design, gradients, etc.
Three proposed airside development alternatives are depicted in Figures 7-1, 7-2, and 7-3.
Airside Alternative A
Airside Alternative A (see Figure 7-1) is a modified version of the previous airport master plan’s recommended improvements that are depicted on the 2002 FAA-approved Airport Layout Plan (ALP). The main elements are largely unchanged to allow comparison with the other airside options being considered. However, items that are no longer consistent with the updated facility requirements assessment have been modified or eliminated.
The most significant element in this option is a proposed 2,000-foot northward shift of Runway 11/29 that would maintain the current 5,581-foot runway length. The previous recommendation to extend the parallel taxiway (Taxiway A) to the future north end of Runway 11/29 is maintained. This option also addresses an FAA-identified Hotspot2 (area of potential conflict or confusing geometry) located near the existing Runway 29 threshold and the intersection of Taxiways A, D and E.
Based on review of the previous master plan, the primary justification for changing the Runway 11/29 configuration was to eliminate a transitional surface (FAR Part 77) penetration caused by the airport terminal building. By shifting the end of Runway 29 northward, the transitional surface penetration is eliminated. However, as a result of the runway shift, the terminal building will then be located partially beneath the Runway 29 approach surface. The proposed 2,000-foot relocation of the Runway 29 threshold provides adequate obstruction clearance for the current and future approach surface. It is noted that the 2002 ALP and airspace plan drawings depict a recommended reduction in the approach visibility requirements for Runway 29 (reduced to ¾-mile), which triggered a larger runway protection zone (RPZ) and wider approach surface, both of which were factors in determining the relocated threshold location. As noted in the updated facility requirements assessment, this recommendation is not being maintained since it would require installation of an approach lighting system to obtain the reduced approach minimums, and the upgrade is redundant to the approach minimums and required approach lighting systems already in place on Runway 7/25.
2 Eastern Oregon Regional Airport Hotspot “The hold line for Rwy 29 extends across a portion of the ramp and is approximately 360’ long. The signs are difficult to see from some spots on the ramp.”
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It is also noted that the reconfiguration does not consider the clearance requirements for the 40:1 TERPS instrument departure surface that extends south of Runway 29. If this option is maintained in the updated preferred alternative, the TERPS departure surface penetration will need to be addressed.
The proposed change in runway configuration eliminates the current reductions in useable lengths on Runway 11/29 (represented as declared distances) currently required by the non-standard runway safety area (RSA) located beyond the end of Runway 29.
No changes to Runway 7/25 are proposed, although taxiway access improvements to Runway 7/25 are included. New taxiway access from the main apron is configured to align with the relocated end of Runway 29, then extend to Taxiway G, and to Runway 7/25, near mid runway.
The reconfiguration of Runway 11/29 and the associated taxiways include removing sections of decommissioned pavement (the former section of Runway 11/29, the south end of Taxiway G, the Taxiway D and E connections to the runway and Taxiway G, and a small section of the terminal apron immediately abutting the west side of the former runway).
The proposed UAS runway is intended to allow improved separation between conventional aircraft and UAS aircraft. The proposed runway is located 700 feet north, and parallel to Runway 7/25, which meets the FAA standards for accommodating simultaneous operations during visual flight rules (VFR) conditions. The UAS runway would be accessed from Taxiway G and adjacent UAS development planned for the north side of the airport. See Figure 7-10 for additional UAS facility detail. The primary elements of Airside Alternative A include:
• Shift Runway 11/29 2,000 feet north: o Relocate the Runway 29 end 2,000 feet to the north (eliminate Runway 29 displaced threshold) o Construct a 2,000-foot runway extension at north end o Narrow runway from 100 to 75 feet; replace runway lighting o Remove existing runway pavement south of relocated Runway 29 end; • Remove existing pavement (Taxiway E, the eastern section of Taxiway D, and the south section of Taxiway G); • Extend the parallel taxiway for Runway 11/29 (north section); • Construct new Runway 7/25 exit taxiway (mid-runway) and new section of south parallel taxiway for Runway 7/25; • Construct new access taxiway between the main apron/Taxiway D and Taxiway G, with connection to the relocated Runway 29 threshold and the new Runway 7/25 exit taxiway;
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• Remove section of Taxiway B (connection between Runway 7/25 & 11/29 intersection and Taxiway A); and • Construct new UAS runway, north of Runway 7-25 and west of Taxiway G.
Airside Alternative B
Airside Alternative B (see Figure 7-2) also addresses the terminal building transitional surface penetration for Runway 11/29 by relocating the Runway 29 threshold 913 feet north. As a cost savings measure, this option does not include an extension at the north end of the runway, which reduces future runway length to 4,668 feet. This runway length is adequate for the ADG II design aircraft under most conditions.
This option reduces the terminal building transitional surface penetration and avoids the approach surface and runway protection zone (RPZ) for Runway 29. As with Airside Alternative A, the terminal building will penetrate the 40:1 TERPS instrument departure surface that extends south of Runway 29. If this option emerges as a viable alternative, the TERPS departure surface penetration will need to be addressed.
This option also eliminates the FAA-defined Hotspot located near the current Runway 29 threshold and provides efficient taxiway access to the relocated Runway 29 threshold and Taxiway G.
An additional access taxiway is depicted extending between the ends of Runway 7 and Runway 11, with two options for runway separation (ADG III and ADG II) for the section paralleling Runway 11/29. The other proposed improvements in Alternative A are maintained and no changes to Runway 7/25 are included.
The primary elements of Airside Alternative B include:
• Reconfigure Runway 11/29 (4,668 x 75 feet): o Relocate the Runway 29 end 913 feet to the north (eliminate Runway 29 displaced threshold) o Narrow runway from 100 to 75 feet; replace runway lighting o Remove existing runway pavement south of relocated Runway 29 end; • Reconfigure taxiway access to relocated Runway 29 threshold; • Remove existing pavement (Taxiway E, the eastern section of Taxiway D, and the south section of Taxiway G); • Extend the parallel taxiway for Runway 11/29 (north section); • Construct new Runway 7/25 exit taxiway (mid-runway) and new section of south parallel taxiway for Runway 7/25; • Construct new access taxiway between the main apron/Taxiway D and Taxiway G and the new Runway 7/25 exit taxiway;
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• Construct new access taxiway between Runway 7 and Runway 11 threshold (independent of Runway 11/29 parallel taxiway option); • Remove section of Taxiway B (connection between Runway 7/25 & 11/29 intersection and Taxiway A); and • Construct new UAS runway, north of Runway 7-25 and west of Taxiway G.
Airside Alternative C
Airside Alternative C (see Figure 7-3) maintains the existing configuration (length, width, and location) of Runway 11/29 and 7/25. This option maintains the runways in place and addresses the FAA-identified Hotspot near the Runway 29 threshold and the Taxiway B design issue noted in the previous alternatives.
If FAA funding was made available for Runway 11/29, a future rehabilitation project may involve narrowing the runway and replacing the runway lights. Without FAA funding, the project focus would be to maintain a safe operating surface with no changes to the existing runway configuration.
This option does not change the existing terminal building penetration to the Runway 11/29 transitional surface; obstruction lighting is recommended. The primary benefits of maintaining the current configuration for Runway 11/29 is the Runway 29 approach surface and the TERPS departure surface extending beyond the south end of the runway remain unobstructed. The terminal building is also located outside the arrival and departure runway protection zones (RPZ) for Runway 29.
Sections of apron/taxiway pavement located adjacent to the Runway 29 threshold (south of Taxiway D) would be removed to mitigate the FAA Hotspot by improving visual recognition of taxiway routes. Additional taxiway refinements (improved fillets, etc.) are recommended to address the sharp intersection at Taxiway A and Runway 11/29. The other taxiway improvements included in Airside Alternative B are maintained in Airside Alternative C.
The elements of Airside Alternative C include:
• Maintain Runways 7/25 and 11/29 in current configuration; • Remove pavement between Runway 29 end and terminal apron to improve visual identification of runway-taxiway environment; • Extend the parallel taxiway for Runway 11/29 (north section); • Construct new Runway 7/25 exit taxiway (mid-runway) and new section of south parallel taxiway for Runway 7/25; • Construct new access taxiway between the main apron/Taxiway D and Taxiway G and the new Runway 7/25 exit taxiway;
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• Construct new access taxiway between Runway 7 and Runway 11 threshold (independent of Runway 11/29 parallel taxiway option); • Remove section of Taxiway B (connection between Runway 7/25 & 11/29 intersection and Taxiway A); and • Construct new UAS runway, north of Runway 7-25 and west of Taxiway G.
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Figure 7-1 Airside Alternative A
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Figure 7-2 Airside Alternative B
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Figure 7-3 Airside Alternative C
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Preliminary Landside Development Alternatives
Eastern Oregon Regional Airport has a large quantity of land available to support future landside facility development. The airport’s existing landside development is located south of the runway-taxiway system and accommodates all existing aircraft parking and hangars, air cargo loading, helicopter parking, aircraft fueling, and a variety of tenant facilities. The airport terminal building is located at the east end of the flight line, directly adjacent to Runway 11/29.
Future landside facility needs identified in the updated facility requirements assessment include addition hangars, expanded/upgraded fixed base operator (FBO) facilities, expanded aircraft fuel storage and dispensing facilities, and designated parking for transient business aircraft, air cargo aircraft and helicopters. Support facilities for UAS tenants will initially be located in the south landside area with longer term development planned north of Runway 7/25.
After an extended period of no aviation related hangar construction activity that coincided with the Great Recession, two new hangar projects were constructed in 2016. The airport’s locally based air ambulance operator (Life Flight) constructed their new hangar near the northwest corner of the apron (north of Taxiway D), capable of accommodating both helicopter (AugustaWestland AW119 Koala) and fixed wing aircraft (Pilatus PC-12). A new City-owned flexible use hangar is located immediately west of the Life Flight hangar.
Three landside development alternatives (see Figures 7-4, 7-5 and 7-6) were developed that focus on the west end of the main apron as the primary hangar development area, which is consistent with the 2002 airport layout plan (ALP). The proposed development area has naturally sloping terrain (downward) that extends from NW 56th Street and the northwest corner of the site toward more level ground to the east and southeast. It is anticipated that the areas requiring the least excavation and leveling will be constructed first, with additional areas added over time.
The preliminary landside development alternatives include the conceptual layout for the area depicted on the 2002 airport layout plan (ALP) and two new layouts. The proposed improvements include a combination of conventional and T-hangars for aircraft storage, commercial hangars, new taxilanes, aircraft apron (fronting conventional hangars), new or updated vehicle access and parking, reconfigured fencing, vehicle gates, and development reserves.
The proposed hangar development area will accommodate a mix of both ADG I and II aircraft. Primary aircraft access to this area is provided by extending Taxiway D (as a Taxilane) from its current west end (adjacent the new Life Flight hangar). The western taxilane extension is designed to meet ADG II standards and will provide access to larger hangars located along the north side of the taxilane. Additional taxilanes intended to serve small aircraft hangars will be designed to meet ADG I standards.
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Landside Development Alternative A
Landside Development Alternative A (see Figure 7-4) locates new conventional hangars north of Taxiway D and concentrates multi-unit hangar development to the south.
This option locates a single row of conventional hangars along the north side of the Taxiway D and the future western extension (to be designated Taxilane D). The northern row will accommodate commercial hangars and aircraft storage hangars, with dedicated road access provided by a connection to NW 56th Street. The existing unimproved access road that extends east from NW 56th Street will be upgraded and extended. Changes to existing fencing and new controlled access gates are required as part of the overall development. Vehicle parking is provided near commercial and aircraft storage hangars.
As currently depicted, the northern hangar row includes the Life Flight and new Flex hangar, two additional smaller commercial hangars, nine small conventional hangars (50’ x 50’ typ.) near the northwest corner of the main apron, and five small conventional hangars (50’ x 50’ typ.) near the northwest corner of the site. The hangar sites located in the western section of the area have adequate clearances from Taxilane D to accommodate small apron areas in front of the hangars for aircraft ground operations. The hangar sites located in the eastern section are served by a dedicated taxilane that would be constructed north, and parallel to Taxiway D.
The proposed hangar development on the south side of Taxiway/Taxilane D includes four multi-unit hangars with storage capacity of approximately 42 aircraft (depending on building configuration), and a row of small conventional hangars (6 depicted) along the south edge of the development. The taxilanes and hangars sites would be developed incrementally based on demand. The south hangar development area is served by a series of connected taxilanes that are designed to provide multiple access routes to/from the main apron. Development reserves are identified that can accommodate additional hangars, vehicle parking, and access roads.
The elements of Landside Development Alternative A include:
• Access road improvements (connecting NW 56th Street to north hangar sites); • North Hangar Row - conventional hangar sites (located north of Taxiway/Taxilane D, east and west of Life Flight hangar); • West extension of Taxiway D (ADG II taxilane); • New ADG I taxilanes serving T-hangars; • Aircraft Storage Hangars – sites for four 10/12-unit T-hangars (42 units total +/-) and small conventional hangars (6 sites depicted); • Vehicle parking; • New airport security fencing and gates; and • Development reserve area.
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Landside Development Alternative B
Landside Development Alternative B (see Figure 7-5) concentrates all new hangar development west of the main apron. The proposed north row of hangar development is similar to Alternative A, with the exception of locating conventional hangars north of the main apron. In this option, the small conventional hangars are located along the western and southern edges of the development. The proposed multi-unit hangar development south of Taxiway/Taxilane D is unchanged from Alternative A. The proposed improvements for vehicle access, parking and fencing depicted in Alternative A are maintained.
The elements of Landside Development Alternative B include:
• Access road improvements (connecting NW 56th Street to north hangar sites); • North Hangar Row - conventional hangar sites (located north of extended Taxilane D, west of Life Flight hangar); • West extension of Taxiway D (ADG II taxilane); • New ADG I taxilanes serving T-hangars; • Aircraft Storage Hangars – sites for four 10/12-unit T-hangars (42 units total +/-) and small conventional hangars (6 sites depicted); • Vehicle parking; • New airport security fencing and gates; and • Development reserve area.
Landside Development Alternative C
Landside Development Alternative C (see Figure 7-6) is a modified version of the preferred alternative depicted on the 2002 Airport Layout Plan. The original hangar development concept was modified to accommodate construction of the Life Flight hangar, the city Flex hangar, and the access road upgrade from NW 56th Street. These elements are assumed to be “existing conditions” in the updated version. The proposed hangar taxilanes have also been modified or realigned slightly to meet FAA design standards.
The primary distinctions between Alternative C and the previous landside alternatives is the concentration on accommodating more small conventional hangars (19 depicted). Two multi-unit hangars (20-22 units) are located along the south side of Taxiway D. The south hangar development area is served by a series of stub taxilanes that connect to the main access taxilane and one existing T-hangar stub taxilane.
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The elements of Landside Development Alternative B include:
• Access road improvements (connecting NW 56th Street to north hangar sites); • West extension of Taxiway D (ADG II taxilane); • Aircraft Storage Hangars – sites for two 10/12-unit T-hangars (22 units total +/-) and small conventional hangars (19 sites depicted); • Upgraded Access Road (connecting to NW A Street to southern hangar sites) • North Hangar Row - conventional hangar site and development reserve (located north of extended Taxilane D, west of Life Flight hangar); • New ADG I taxilanes serving small conventional hangars; • Vehicle parking; and • New airport security fencing and gates.
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Insert Figure 7-4 Landside Development Alternative A
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Insert Figure 7-5 Landside Development Alternative B
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Insert Figure 7-6 Landside Development Alternative C
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Main Apron Alternatives
Three proposed reconfiguration alternatives were developed for the main apron and surrounding areas. The existing apron has sufficient space to accommodate current and forecast activity and no expansion of the apron is required. The available area immediately adjacent to the apron (south) also appears to be sufficient to accommodate current and projected building and related facility needs. Redevelopment or infill development within the south flight line abutting the main apron is recommended to increase land use efficiency and improve the visual impression along NW A Street.
The goal of these alternatives is to accommodate the wide range (current and future) of activities and facilities found in the terminal area including:
• Fixed Base Operator (FBO) Building; • Aircraft Fuel Storage and Dispensing Facilities; • Drive-through Parking for Transient Business Aircraft; • Air Cargo Building/Operations Area; • Air Cargo and Large Aircraft Parking; • Snow Removal Equipment (SRE) Building ; and • Building Removal (optional). In each of the alternatives, the terminal apron is marked with two designated parking positions, which can accommodate two Cessna Caravan or Saab 340 aircraft, or one larger transport category aircraft. A new ADG II taxilane is designated connecting Taxiway D to the terminal apron parking positions. In order to accommodate the new taxilane and two aircraft parking positions, the non-movement area boundary marking between the intersection of Taxiway A, D, and E and the terminal building would be relocated along the edge of the OFA for Taxiway D.
The existing small airplane tiedowns located at the west end of the main apron are unchanged. Six additional tiedowns are added to the eastern-most tiedown row in each of the apron options.
Main Apron - Alternative 1
Main Apron Alternative 1 (see Figure 7-7) consolidates general aviation facilities in the center section of the apron. The elements of Main Apron Alternative 1 include:
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